Get the facts JACK!
No doubt a very nice CRM discussion to be made out of this.
Ok so we have two Rated, Current and Typed Pilots who can read and understand ICAO 4 english.
We have Operations who may have played a 0 role in their decision or applied immense pressure - do they comm. thru ACARS directly with the crew?!
We have CM1 who may have had a hot babe waiting for him after duty!
OR
Thinking "Crap if I don't avoid a big financial mess - O'Dreamy will say I'm gone!"
We have CM2 who is maybe one of those "I pay by the hour types" and little input.
OR
CM2 had CM1's Wife secretly waiting for him after Duty?
OR
CM2 made all the decisions.
So now thinking back to my Boeing NG days.
Was the engine still running after this strike/s?
Damage blade/s DOES NOT MEAN A DAMAGED Engine as per NNC or QRH's.
You could look through a PAX window to see if in inner engine side had been penetrated otherwise your source of info is from your digital displayed data.
Did it SURGE or STALL or have a HIGH VIB or EGT?
If it did, then at what power of N1 setting could the surge or stall or high VIB be avoided by retarding the Thrust Lever?
Then the question - when do you YOU consider an engine as DAMAGED or SINGLE ENGINE?
I would say if it cannot produce max thrust its damaged - so a Flight Idle running engine is for me still SE when I need performance! Yes Smartie-pants I know you still have an IDG and EDP (hyd.).
My opinion is that CFM's do not flame out, surge or stall unless they are damaged in some way. Let us face - these engines will run over 50,000 hrs. will fluid and oils sufficient.
What did the SOP say about this?
What will the Feds say?
Did Ops in DUB start sending some sort of ACARS messages to continue (if they can)?
OR
Was it a classic sim. generate crunching grinding halt 92 to 0% N1 in millliseconds? So no argument there - SEVERE DAMAGE!
A shut down engine means what? 60% loss of performance in certain areas (obviously no in DLD)?
So even IF this engine was at Flight Idle OR Shutdown, making the decision to fly away from that Dep. Airport COULD be another slice in the swiss cheese model.
What If the Dest. airport shuts down for any insanely remote reason (WX, Bomb scare, FF services in use, etc.) and you cannot make it - then what? Fly back - divert some more?
Here comes Smarie-pants SLF again "But what if the Dep. A/P shutsdown for ALL landing traffic just as you are performing your Approach!". Valid point, but then I know I'll have to divert or HOLD until it re-opens. Bla. Bla.
Back to this example. What if Enroute the non-damaged engine starts to shows signs it too was damaged by the flying culprits. Surges, stalls, etc...
So when you're half way between T/O point and Div. A/P, it may just be a no win situation!
So when you have the facts we can start the CRM discussion properly.
I would say as far as flight safety goes - if the Dep. A/P was CAVOK, xwc and DLD within limits I would not even think about going anywhere but into the Hold and land from where I started.
If O'Dreamy and the Pax what to get on my Ass - let them, because history is full of those Crews who rolled the dice and got burned.
Lastly we should find out what this extra flight time on this damaged engine cost AFTER THE FACT? A windmilling or even a Flight Idle running engine can still look to be functioning normally but every minute of operation drives the repairs into the Millions of extra $. So in this case the Crew saved the Co. Euro 50K in hotels, buses, etc. but drove up the repair bill up 20 fold... so then commercially a very bad decision?