Narrative:

Prior to takeoff history:we had been rerouted the day prior from a ZZZZ1 layover to co-ordinate timing the trip ZZZZ1-ZZZZ due to an air turn back (atb) due to a broken aircraft in ZZZZ (the flight needed to continue onto ZZZZ4). We flew the day prior ZZZZ1-ZZZZ. Upon arrival was informed of an engine issue on aircraft X; a B757. Originally scheduled to leave later that day (evening) with the aircraft repaired and continue: ZZZZ-ZZZZ2-ZZZZ3 then layover.an alert call was not received as scheduled on the pairing; first officer (first officer) contacted captain inquiring as to what we were doing. I contacted crew control and asked if the aircraft was repaired. He was initially unaware of the aircraft status and after a short time; was told the aircraft was 'not up' and we were not leaving as scheduled on that night. Pairing revised.an extensive review of the maintenance history of aircraft X showed multiple engine issues (right hand side). The pilot discrepancy atb write-up (aircraft right engine did not have power to climb above fl 220) was also reviewed. Next day; the day of the event; maintenance had been performed on the aircraft with another right engine issue found. Maintenance was completed and the aircraft was signed off. Crew arrived for duty and reviewed the MEL 30-21-01 on the aircraft. The MEL was not completed properly; as a valve light remained illuminated. For the rolls royce (rr) engine; this was inaccurate; as the MEL required the engine anti-ice system to be closed. When the engine anti-ice system is closed; the valve light will be extinguished. Requested the foreign air carrier contract maintenance to review the MEL. Contacted our company operations and maintenance control re: MEL issue. Spoke with europe; middle east africa (emea) maintenance control who stated the valve light would always be illuminated with this MEL. Please review the MEL and it specifically states as the last maintenance procedure that the valve light needs to be extinguished. (I have a picture depicting the valve light illuminated with the relevant control number).foreign air carrier maintenance re-did the MEL after a delay (he had to see another aircraft off) and the valve light was extinguished (the switch was in the commanded position). He had also spoke with maintenance control via sat phone re: the MEL. There was substantial communication with ZZZ maintenance control; emea maintenance control; and the crew regarding this MEL and the valve light. Crew finally pushed. Ran appropriate checklists. Cleared for takeoff on 21L; approximately 12;000 feet long. Day; VMC; 30C.cleared for take-off and the rejected takeoff event:on take-off the right (right) engine anti ice EICAS message was received slightly above 80 knots (throttle hold was engaged). The first officer had pointed to the messages. I; the captain; elected to abort the take-off above 80 knots and well below V1. Exited the runway and verified the rejected takeoff checklist has been completed and proceeded with the brake cooling charts. Returned to the gate because the pdm process was not relevant (takeoff power had been set). Entered the relevant pilot discrepancy entry for the rejected takeoff.perceived safety issue:1. Maintenance had been performed on the right engine affecting the engine anti-ice system; initially incorrectly (valve light illuminated depicting the valve was not in the commanded position).2. Maintenance of the MEL completed; licking out a specific valve 3. Hot day (30C); take-off Power4. Engine anti-ice EICAS message; which; should not have [appeared]; because the valve was physically locked out.5. Serious issue re: the bleed air system which may have caused engine damage if the flight continued at take-off powerbroken aircraft engine anti-ice valve.in the field; highly suggest a lead mechanic is positioned to fix the aircraft where there exists contract maintenance.

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Original NASA ASRS Text

Title: Captain described his efforts to have an MEL Maintenance Procedure properly completed by a Foreign Air Carrier's Contract Technician while his company's foreign and domestic Maintenance Controllers disagreed with each other on whether the Right Engine Anti-Ice Valve light should remain illuminated after the Maintenance Procedure. Rejected Takeoff of the B757-200 followed due to a Right Engine Anti-Ice EICAS message had appeared. Anti-Ice Valve found broken.

Narrative: Prior to Takeoff History:We had been rerouted the day prior from a ZZZZ1 layover to co-ordinate timing the trip ZZZZ1-ZZZZ due to an Air Turn Back (ATB) due to a broken aircraft in ZZZZ (the flight needed to continue onto ZZZZ4). We flew the day prior ZZZZ1-ZZZZ. Upon arrival was informed of an engine issue on Aircraft X; a B757. Originally scheduled to leave later that day (evening) with the aircraft repaired and continue: ZZZZ-ZZZZ2-ZZZZ3 then layover.An alert call was not received as scheduled on the pairing; First Officer (FO) contacted Captain inquiring as to what we were doing. I contacted Crew Control and asked if the aircraft was repaired. He was initially unaware of the Aircraft Status and after a short time; was told the aircraft was 'not up' and we were not leaving as scheduled on that night. Pairing revised.An extensive review of the maintenance history of Aircraft X showed multiple engine issues (Right hand side). The Pilot Discrepancy ATB write-up (aircraft Right Engine did not have power to climb above FL 220) was also reviewed. Next day; the day of the event; maintenance had been performed on the aircraft with another Right Engine issue found. Maintenance was completed and the aircraft was signed off. Crew arrived for duty and reviewed the MEL 30-21-01 on the aircraft. The MEL was not completed properly; as a VALVE light remained illuminated. For the Rolls Royce (RR) Engine; this was inaccurate; as the MEL required the Engine Anti-Ice System to be CLOSED. When the Engine Anti-Ice System is closed; the valve light will be extinguished. Requested the Foreign Air Carrier contract maintenance to review the MEL. Contacted our company Operations and Maintenance Control re: MEL issue. Spoke with Europe; Middle East Africa (EMEA) Maintenance Control who stated the valve light would always be illuminated with this MEL. Please review the MEL and it specifically states as the LAST maintenance procedure that the valve light needs to be extinguished. (I have a picture depicting the valve light illuminated with the relevant control number).Foreign Air Carrier Maintenance re-did the MEL after a delay (he had to see another aircraft off) and the VALVE light was extinguished (the switch was in the commanded position). He had also spoke with Maintenance Control via Sat Phone re: the MEL. There was SUBSTANTIAL communication with ZZZ Maintenance Control; EMEA Maintenance Control; and the crew regarding this MEL and the VALVE light. Crew finally pushed. Ran appropriate checklists. Cleared for takeoff on 21L; approximately 12;000 feet long. Day; VMC; 30C.Cleared for take-off and the Rejected Takeoff Event:On take-off the Right (R) ENG ANTI ICE EICAS message was received slightly above 80 knots (Throttle Hold was engaged). The FO had pointed to the messages. I; the Captain; elected to Abort the Take-off above 80 knots and well below V1. Exited the runway and verified the Rejected Takeoff Checklist has been completed and proceeded with the Brake Cooling Charts. Returned to the gate because the PDM process was not relevant (Takeoff Power had been set). Entered the relevant Pilot Discrepancy entry for the Rejected Takeoff.Perceived safety issue:1. Maintenance had been performed on the Right Engine affecting the Engine Anti-Ice System; initially incorrectly (valve light illuminated depicting the valve was not in the commanded position).2. Maintenance of the MEL completed; licking out a specific valve 3. Hot Day (30C); Take-Off Power4. Engine Anti-Ice EICAS message; which; should not have [appeared]; because the valve was physically locked out.5. Serious issue re: the bleed air system which may have caused engine damage if the flight continued at Take-Off PowerBroken aircraft Engine Anti-Ice Valve.In the field; highly suggest a Lead Mechanic is positioned to fix the aircraft where there exists Contract Maintenance.

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.