What about reverse?
No synchro on that, does it grind?
There are a couple of things that go out on the clutch system.
What a clutch does, is to disengage the transmission's Input Shaft from the Flywheel of the engine.
This allows the driver to match the Input Shaft speed to the Transmissions Output Shaft speed(driveline)
When you are stopped the Output Shaft speed is 0rpms
The Input Shaft speed, at idle, will be at least 650rpms
So to get transmission into 1st gear(or reverse) the input shaft speed must drop to 0rpms.
Input shaft is supported by the transmission at one end and the Pilot Bearing on the Flywheel at the other end.
If pilot bearing starts to wear it will not allow Input shaft to go to 0rpms easily, it transfers some of the torque of the 650rpms of the flywheel to the Input shaft, so even though the clutch is disengaging as it should the Input shaft is still getting some torque from the Pilot Bearing, making it hard to shift in to 1st or reverse, the synchromesh which is there to speed up or slow down the input shaft gear to match the output shaft gear, needs to be forced more than usual.
Some people don't change the Pilot Bearing when they do the clutch, or damage it when installing transmission to block.
The slave and master cylinder are the only other parts that can prevent the Input shaft from coming to a stop, 0rpms, with clutch pedal in.
This is simple hydraulics, so if you have a leak it won't work, if you have air in the lines it won't work, if check valve in Master is bad it won't work.
You can check the master by pumping the clutch pedal several times, engine off, then open the bleeder at the slave cylinder, if you get a squirt of fluid then check valve in Master is bad, if you just get a drip then master is OK.
Throw out bearing will make a noise when it is starting to fail but generally it wouldn't effect shifting.
Never ran across a Pressure plate that caused a clutch to not disengage, not sure it could happen??