Narrative:

I received a call [that] stated that [the] aircraft had MEL 28-xxj applied and that the left wing fuel quantity was no longer degraded but was displaying amber xx. He also stated that the refuel panel left wing indication was also inoperative. I advised that the MEL 28-xxj would have to be reclassified to 28-xxh and that MEL 28-xxb would also have to be applied. I also informed him that the left fuel tank would require the sticking procedure to be accomplished. I informed him that the fueler may be required to provide form xxxxx to the crew as the fueling manual describes this as method 2 would be required to refuel. I then directed to generate a maintenance item in the aml to defer the refuel pnl lh wing quantity ind in accordance with (in accordance with) MEL 28-xxb.the reviewed airman found the aircraft reporting 'fuel double probe failures on 12 of the last 14 legs.' knowing this condition will contribute to the degraded condition which was deferred in accordance with MEL 28-xxj; I elected to reclassify the flight deck lh fuel quantity ind to MEL 28-xxh; and I directed [to] reclassify the item verbatim per my direction. Dispatch concurrence was obtained for both mels and can be confirmed on [the logbook deferral sheet]. The call was ended after the completion of the aml entries and safe entries. The aircraft was dispatched and then recalled prior to takeoff by the [maintenance operations manager]; who was made aware the reclassification to MEL 28-xxh made that MEL a drop dead MEL as of [this report].this event was a direct result of my forgetting to review the repair categories of MEL's 28-xxj; d=120 days; and 28-xxh; c=10 days; the original date of discovery; and not allowing the aircraft to depart without corrective action on the left wing tank fuel quantity ind system. The event had several things going on as we were applying and reclassifying MEL's; referencing the amm (aircraft maintenance manual) for mag stick effectivity - this aircraft has 3 in each wing - and fueling manual to determine the alternate fueling method and form requirements. I would like to conclude that I was responsible for this event. [The pilot] was following my direction and I did not properly review the date of discovery and MEL repair categories as required.

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Original NASA ASRS Text

Title: Maintenance Controller reported not reviewing MEL repair dates leading to a misapplied MEL and resulting in the grounding of the aircraft.

Narrative: I received a call [that] stated that [the] aircraft had MEL 28-XXJ applied and that the left wing fuel quantity was no longer degraded but was displaying amber XX. He also stated that the refuel panel left wing indication was also inoperative. I advised that the MEL 28-XXJ would have to be reclassified to 28-XXH and that MEL 28-XXB would also have to be applied. I also informed him that the left fuel tank would require the sticking procedure to be accomplished. I informed him that the Fueler may be required to provide Form XXXXX to the crew as the fueling manual describes this as method 2 would be required to refuel. I then directed to generate a maintenance item in the AML to defer the refuel PNL LH wing quantity IND IAW (In Accordance With) MEL 28-XXB.The reviewed airman found the aircraft reporting 'fuel double probe failures on 12 of the last 14 legs.' Knowing this condition will contribute to the degraded condition which was deferred IAW MEL 28-XXJ; I elected to reclassify the flight deck LH fuel quantity IND to MEL 28-XXH; and I directed [to] reclassify the item verbatim per my direction. Dispatch concurrence was obtained for both MELs and can be confirmed on [the Logbook Deferral Sheet]. The call was ended after the completion of the AML entries and safe entries. The aircraft was dispatched and then recalled prior to takeoff by the [Maintenance Operations Manager]; who was made aware the reclassification to MEL 28-XXH made that MEL a drop dead MEL as of [this report].This event was a direct result of my forgetting to review the repair categories of MEL's 28-XXJ; d=120 days; and 28-XXH; c=10 days; the original date of discovery; and not allowing the aircraft to depart without corrective action on the left wing tank fuel quantity IND system. The event had several things going on as we were applying and reclassifying MEL's; referencing the AMM (Aircraft Maintenance Manual) for mag stick effectivity - this aircraft has 3 in each wing - and fueling manual to determine the alternate fueling method and form requirements. I would like to conclude that I was responsible for this event. [The pilot] was following my direction and I did not properly review the date of discovery and MEL repair categories as required.

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.