Narrative:

Arrived at aircraft to find inbound captain and local maintenance putting a ladder up to the number one engine. There was an MEL deferral for a 'feather gap seal' which had 'departed the airplane' on a previous flight.the 'fix' that ZZZ maintenance had completed was to tape over where the panel had come off; adhering tape to angle iron on the pylon and the translating sleeve for the thrust reverser. This was completely ineffective as when the airplane went into reverse; the tape was ripped off.when I got up on the ladder to inspect the new fix; further investigation showed that not only was there a missing feather gap seal; but also the angle iron attached to the engine pylon was cracked for a significant distance; over 12 inches in my estimation.during multiple conversations with [maintenance control]; local contract maintenance as well as in consultation with my first officer; it became clear that there was a miscommunication and lack of comprehension and understanding as to which aircraft components were actually cracked/ missing as well as to the severity of the cracked angle iron. (Initial maintenance release document showed a '3 inch crack 12 inches aft of leading edge of angle iron.)in conversation with [maintenance control]; I expressed my concerns as to accurate identification of the problems and the proposed fix and was eventually forced to refuse the aircraft. Hearing this; the [maintenance control] 'hung up on me.' I contacted dispatch and got phone patch with [maintenance control] and did official refusal of the aircraft [and] also entered 'unable to operate' code into ACARS.at my request; [flight operations manager] became involved; multiple conversations ensued ; additional pictures were exchanged; [engineering authorization] was referenced and a 'fix' using 'high-speed tape' was effected that I believed address the situation at least from a legal standpoint. Although I had little confidence the tape resolution would hold; I did believe the airplane was airworthy at this point and we flew the aircraft to ZZZ1.

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Original NASA ASRS Text

Title: A319 Captain reported they initially refused aircraft based on unairworthy repair of aircraft.

Narrative: Arrived at aircraft to find inbound Captain and local maintenance putting a ladder up to the number one engine. There was an MEL deferral for a 'feather gap seal' which had 'departed the airplane' on a previous flight.The 'fix' that ZZZ Maintenance had completed was to tape over where the panel had come off; adhering tape to angle iron on the pylon and the translating sleeve for the thrust reverser. This was completely ineffective as when the airplane went into reverse; the tape was ripped off.When I got up on the ladder to inspect the new fix; further investigation showed that not only was there a missing feather gap seal; but also the angle iron attached to the engine pylon was cracked for a significant distance; over 12 inches in my estimation.During multiple conversations with [Maintenance Control]; Local Contract Maintenance as well as in consultation with my First Officer; it became clear that there was a miscommunication and lack of comprehension and understanding as to which aircraft components were actually cracked/ missing as well as to the severity of the cracked angle iron. (Initial maintenance release document showed a '3 inch crack 12 inches aft of leading edge of angle iron.)In conversation with [Maintenance Control]; I expressed my concerns as to accurate identification of the problems and the proposed fix and was eventually forced to refuse the aircraft. Hearing this; the [Maintenance Control] 'hung up on me.' I contacted Dispatch and got phone patch with [Maintenance Control] and did official refusal of the aircraft [and] also entered 'unable to operate' code into ACARS.At my request; [Flight Operations Manager] became involved; multiple conversations ensued ; additional pictures were exchanged; [Engineering Authorization] was referenced and a 'fix' using 'high-speed tape' was effected that I believed address the situation at least from a legal standpoint. Although I had little confidence the tape resolution would hold; I did believe the airplane was airworthy at this point and we flew the aircraft to ZZZ1.

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.