A320 Captain reported encountering an ECAM spoiler fault during taxi and returned to the gate to resolve the problem. Then; Maintenance Control used the incorrect MEL procedures the first time around and the flight crew was required to return to the gate again. After returning to the aircraft a second time; Maintenance Control was able to properly release the aircraft but by that time; the flight crew ran out of duty time and had to be replaced with another crew.

Narrative

I was scheduled to operate Aircraft X ZZZ - ZZZ1 on Day 0. The aircraft was approximately 2 hours late inbound from ZZZ2. The delay was caused by a maintenance issue. While taxiing out in ZZZ2 the crew encountered an ECAM for 'F/CTL SPLR FAULT. They returned to the gate and Maintenance Control performed a reset. They then departed for ZZZ. While enroute; the same fault reappeared. They wrote up the spoiler fault on arrival to ZZZ and Maintenance Control came out to the aircraft. They performed a reset and signed off the logbook. We pushed back from the gate. During the first engine start; the ECAM reappeared: F/CTL SPLR FAULT. After completing the non-normal procedures for this ECAM; we consulted the Computer Reset Table and followed the procedure to reset the spoiler fault. This reset was unsuccessful. The reset procedure specifically prohibits more than one reset attempt - so; after advising the flight attendants and customers; we returned to the gate. The same two maintenance control personnel returned to the aircraft. They advised me that Maintenance Control directed them to apply MEL 27-XX-XXX Spoiler Surfaces. This MEL allowed us to depart with one pair of symmetrical surfaces inoperative. They deactivated the inboard spoilers on each wing. The two technicians handed me the logbook and departed the aircraft. Several minutes later they returned and pulled and collared the circuit breaker for SEC 3. When I asked about this procedure they confirmed it was part of the task list to apply MEL 27-XX-XXX. They finished their work and we pushed back from the gate.After starting both engines I reviewed the MEL again. It advises that I should see the ECAM "Spoiler Fault." We did not have that ECAM displayed. I also examined the flight control system page and noticed that four of our spoilers were inoperative - not two as prescribed in the MEL. I also performed a flight control check and verified that four of our spoilers were not deploying. I could not reconcile the MEL guidance with what I was seeing on the flight deck. I then called Maintenance Control but could not get through. I called my Dispatcher and she was able to connect me to Maintenance Control. I described what I was observing and Maintenance Control told me "that doesn't sound right." He advised us to return to gate. I advised the crew and customers and we returned to the gate again. We were approaching the duty time limit so we deplaned the customers. The same two technicians returned to the aircraft. I was in the jet bridge talking with my crew when; after about 5 minutes; the technicians informed the gate agents that they were done and the aircraft was "good to go." They performed an incomplete Securing Checklist; shut off the APU with customers still onboard; and departed without telling me anything they had done. The flight attendants and most of the customers were not comfortable returning to the same aircraft. I asked the gate agents to call the 2 technicians back out to the aircraft so they could explain to me what they had done to make the aircraft airworthy again. They explained to me that Maintenance Control had sent them the wrong task list and all they had to do was reset the circuit breaker for SEC 3. I confirmed with them that the flight control computer had been deactivated in error.After the second gate return; myself and First Officer exceeded our duty limit for the day and were removed from the flight. After explaining to my crew and most of the customers at the gate what had happened; we were able to re-board them and depart with two new pilots."