Narrative:

I was working the combined low altitude sectors. Aircraft X departed lck and I received his handoff from cmh approach. Aircraft X requested entry into the buckeye MOA and charlie a and B atcaas (air traffic control assigned airspace) at FL190 to FL280. I cleared aircraft X as requested. Aircraft Y; 2 [fighter aircraft]; then came for clearance into the buckeye MOA and atcaa above it 50b300; brush creek MOA 4999ft and below; and charlie a and B atcaas fl190b220. I issued aircraft Y's clearance as was requested and switched him to the tactical frequency. I switched aircraft X to the tactical frequency. All during this time I had several other aircraft that I was working and point outs taken. The supervisor was also telling me that I had to go on break. I quickly tried to get everything done and gave my briefing to the relieving controller. During the post-briefing period of monitoring; aircraft X was at FL250 in the charlie a atcaa; 3000 feet above his assigned altitude. The relieving controller issued the clearance for aircraft X back to fl190b220. Upon further questioning; aircraft X stated that I had cleared him to operate in the airspace FL600 and below. First of all; I had passed multiple breaks and should have just gone. Second; I rushed the clearances to aircraft X and aircraft Y. Upon thinking about what mistake I made for aircraft X to violate the altitude clearance; I think I cleared him into the buckeye MOA without restating the altitudes fl190b220. I gave the altitude clearance after the charlie a and B atcaas. Aircraft X then took his clearance for altitudes into the buckeye MOA as the published altitudes on the charts. Stupid mistake on my part; I rushed through the clearance and did not issue the altitudes individually for each airspace. Next time I won't rush because the supervisor wants me out. Yes; the supervisor was correct that I had been in close to 2 hours and fatigue can set in. And it is a good possibility that fatigue could have added to my sloppiness in the clearance. Another point is that when I work these military aircraft in the moas; I usually display the aircraft's altitudes as interim. The interim altitude assignment lets me see what the aircraft are really operating at. I did not take the time to do this. The interim altitude status always helped me monitor what altitude the aircraft were at; making sure they stayed within the altitude assignment. So; take the breaks when offered. Don't work 2 hours every time when it is not necessary. Fatigue is real and makes me a sloppy controller. Don't rush; be methodical and issue altitudes for each airspace individually. Use the interim altitude assignment for the military aircraft. I will heed all this. I apologize for having to write this report. Especially on this day; our military deserves better. I will be.

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Original NASA ASRS Text

Title: ZID Controller reported of an airspace deviation when a pilot thought he had a higher assigned altitude than the Controller had issued in an MOA/ATC assigned airspace. Controller reported that he did not issue the altitude for the assigned airspace.

Narrative: I was working the combined low altitude sectors. Aircraft X departed LCK and I received his handoff from CMH approach. Aircraft X requested entry into the BUCKEYE MOA and CHARLIE A and B ATCAAs (Air Traffic Control Assigned Airspace) at FL190 to FL280. I cleared Aircraft X as requested. Aircraft Y; 2 [fighter aircraft]; then came for clearance into the BUCKEYE MOA and ATCAA above it 50B300; BRUSH CREEK MOA 4999ft and below; and CHARLIE A and B ATCAAs FL190B220. I issued Aircraft Y's clearance as was requested and switched him to the tactical frequency. I switched Aircraft X to the tactical frequency. All during this time I had several other aircraft that I was working and point outs taken. The supervisor was also telling me that I had to go on break. I quickly tried to get everything done and gave my briefing to the relieving controller. During the post-briefing period of monitoring; Aircraft X was at FL250 in the CHARLIE A ATCAA; 3000 feet above his assigned altitude. The relieving controller issued the clearance for Aircraft X back to FL190B220. Upon further questioning; Aircraft X stated that I had cleared him to operate in the airspace FL600 and below. First of all; I had passed multiple breaks and should have just gone. Second; I rushed the clearances to Aircraft X and Aircraft Y. Upon thinking about what mistake I made for Aircraft X to violate the altitude clearance; I think I cleared him into the BUCKEYE MOA without restating the altitudes FL190B220. I gave the altitude clearance after the CHARLIE A and B ATCAAs. Aircraft X then took his clearance for altitudes into the BUCKEYE MOA as the published altitudes on the charts. Stupid mistake on my part; I rushed through the clearance and did not issue the altitudes individually for each airspace. Next time I won't rush because the supervisor wants me out. Yes; the supervisor was correct that I had been in close to 2 hours and fatigue can set in. And it is a good possibility that fatigue could have added to my sloppiness in the clearance. Another point is that when I work these military aircraft in the MOAs; I usually display the aircraft's altitudes as interim. The interim altitude assignment lets me see what the aircraft are really operating at. I did not take the time to do this. The interim altitude status always helped me monitor what altitude the aircraft were at; making sure they stayed within the altitude assignment. So; take the breaks when offered. Don't work 2 hours every time when it is not necessary. Fatigue is real and makes me a sloppy controller. Don't rush; be methodical and issue altitudes for each airspace individually. Use the interim altitude assignment for the military aircraft. I will heed all this. I apologize for having to write this report. Especially on this day; our military deserves better. I will be.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.