Narrative:

Arrived at aircraft X; a B757-200; for flight to ZZZZ; time -compressed due to ramp congestion/customs on previous inbound leg. First officer started external preflight; [passengers] already boarding. I noticed in logbook that left engine was on a repetitive inspection sheet for a worn attrition liner. Aircraft also had write-ups from maintenance for a bent blade on left engine (ok'd by maintenance for deferral that morning); and then on first flight of day; left engine overspeed N1 with amber indications in steady state climb through 35;000 feet; (also deferred as ok by maintenance). First officer returned and informed me that number 1 left engine was missing 5'-6' feet of attrition liner. Went to see it myself. Called maintenance. Maintenance responded and after short delay; signed it off as ok for up to five more cycles. Conversed with dispatch and technical (tech) [group]. I've been on and off the B757/B767 for over 24-years; and never seen this much liner missing. Told the tech guys that I understand it can all be gone; but world of difference between them [maintenance] removing it and engine shedding it on its own (FOD checks; compressor stalls; etc). Based on logbook history; had no confidence in taking this engine anywhere; let alone mountainous ZZZZ at night. Refused aircraft. Dispatch found spare. Extended far 117 duty day one hour; and went to ZZZZ on aircraft Y; another B757 (which subsequently lost C1 elec hydraulic pump. Co-coordinated with dispatch to continue on as jet would still be dispatchable next day with one inoperative; hyd system quantities/pressures ok/landing weights/weather ok). Before leaving on aircraft Y; called first officer who flew aircraft X on ZZZ-ZZZZ-ZZZ turn prior to our flight. He said left engine liner was worn; but not missing. Also informed by tech that aircraft X was now going to hangar for engine change. Subsequently informed by dispatcher on return to base right(tb) that rolls-royce was very concerned over data that was coming off of fdr [data] pulled on that engine (that only had 200 hrs on it). Maintenance says it's good to go; but I refuse it; and it gets an fdr pull/engine change. That's about as wide a gulf as I can imagine--I'm thinking that safety was about to be compromised here.

Google
 

Original NASA ASRS Text

Title: Captain reports he refused to accept a B757-200 aircraft as safe to fly overwater or high mountains with the Number 1 Engine Fan blade bent and N1 Overspeed already deferred; the Fan Case Attrition liner already on a Repetitive Inspection deferral for previous liner sections missing and an additional 5 to 6 feet of liner that had recently disappeared after the deferral.

Narrative: Arrived at Aircraft X; a B757-200; for flight to ZZZZ; time -compressed due to Ramp congestion/Customs on previous inbound leg. First Officer started external preflight; [passengers] already boarding. I noticed in Logbook that Left engine was on a Repetitive Inspection sheet for a worn Attrition Liner. Aircraft also had write-ups from Maintenance for a bent blade on Left engine (OK'd by Maintenance for deferral that morning); and then on first flight of day; Left engine overspeed N1 with amber indications in steady state climb through 35;000 feet; (also deferred as OK by Maintenance). First Officer returned and informed me that Number 1 Left engine was MISSING 5'-6' FEET of attrition liner. Went to see it myself. Called Maintenance. Maintenance responded and after short delay; signed it off as OK for up to five more cycles. Conversed with Dispatch and Technical (Tech) [group]. I've been on and off the B757/B767 for over 24-years; and never seen this much liner missing. Told the tech guys that I understand it can all be gone; but world of difference between them [Maintenance] removing it and engine shedding it on its own (FOD checks; compressor stalls; etc). Based on Logbook history; had NO confidence in taking this engine anywhere; let alone mountainous ZZZZ at night. Refused aircraft. Dispatch found spare. Extended FAR 117 duty day one hour; and went to ZZZZ on Aircraft Y; another B757 (which subsequently lost C1 Elec Hydraulic pump. Co-coordinated with Dispatch to continue on as jet would still be dispatchable next day with one inoperative; Hyd System quantities/pressures OK/Landing weights/Weather OK). Before leaving on Aircraft Y; called First Officer who flew Aircraft X on ZZZ-ZZZZ-ZZZ turn prior to our flight. He said Left engine liner was worn; but not missing. Also informed by Tech that Aircraft X was now going to Hangar for engine change. Subsequently informed by Dispatcher on return to Base R(TB) that Rolls-Royce was very concerned over data that was coming off of FDR [data] pulled on that engine (that only had 200 hrs on it). Maintenance says it's good to go; but I refuse it; and it gets an FDR pull/engine change. That's about as wide a gulf as I can imagine--I'm thinking that safety was about to be compromised here.

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.