Narrative:

Due to reassignment we were given a 30 minute report with a 10 minute delayed brake release. During pre-flight planning; we notice that the APU is deferred inoperative. The APU had been written up for a day or so and the aircraft had come into a maintenance base the day before. The write up stated that 'all APU indications showed XXXs.' maintenance response was to defer without any further or added explanations. After contacting the dispatcher for a better understanding of maintenance intentions; I; as captain; using my knowledge and authority given to me by the FAA and [company] fom; refused the aircraft. The first officer and I sat down one gate away from our gate while we waited for a decision from the company.several minutes later; someone identified himself as the assistant chief pilot for [this base] and; in front of at least one passenger and my first officer; started questioning me on my decision. Asked me why I wouldn't take the airplane even after they were pouring hot air into it from gate air. I started to explain that it was more than comfort; that it was also operational safety; and he quickly cut me off and threatened with 'now you have to file a [report]' as if insinuating that would me make reverse my decision and fly the broken airplane.about 10 minutes later this same assistant chief pilot calls me on my cell and says that they have a new aircraft for me but they can't assign it because I haven't officially refused the original aircraft. I tried to explain to him that I had refused it through dispatch over an hour ago. Dispatch also assured me that they still had no other aircraft. If the fom and FAA is clear on the captain being the 'final authority for the safe operation' of the aircraft; why does a flight manager need to come to the gate and try to get a captain to change his mind?

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Original NASA ASRS Text

Title: A320 Captain reported being pressured by his company to take an aircraft which he refused due to an inoperative APU.

Narrative: Due to reassignment we were given a 30 minute report with a 10 minute delayed brake release. During pre-flight planning; we notice that the APU is deferred INOP. The APU had been written up for a day or so and the aircraft had come into a maintenance base the day before. The write up stated that 'All APU indications showed XXXs.' Maintenance response was to defer without any further or added explanations. After contacting the Dispatcher for a better understanding of Maintenance intentions; I; as Captain; using my knowledge and authority given to me by the FAA and [company] FOM; refused the aircraft. The First Officer and I sat down one gate away from our gate while we waited for a decision from the company.Several minutes later; someone identified himself as the Assistant Chief Pilot for [this base] and; in front of at least one passenger and my First Officer; started questioning me on my decision. Asked me why I wouldn't take the airplane even after they were pouring hot air into it from gate air. I started to explain that it was more than comfort; that it was also operational safety; and he quickly cut me off and threatened with 'Now you have to file a [Report]' as if insinuating that would me make reverse my decision and fly the broken airplane.About 10 minutes later this same Assistant Chief Pilot calls me on my cell and says that they have a new aircraft for me but they can't assign it because I haven't officially refused the original aircraft. I tried to explain to him that I had refused it through Dispatch over an hour ago. Dispatch also assured me that they still had no other aircraft. If the FOM and FAA is clear on the Captain being the 'final authority for the SAFE operation' of the aircraft; why does a flight manager need to come to the gate and try to get a Captain to change his mind?

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.