Narrative:

I was the captain of flight dfw to ZZZ; and return flight ZZZ to dfw on the same aircraft. Due to numerous factors; in the interest of safety. I declined to fly the assigned aircraft to ZZZ with an inoperative APU. Both electrics and air were placarded inoperative. The ZZZ terminal weather forecast indicated heavy to moderate precipitation and a line of thunderstorms during our arrival and subsequent departure back to dfw. A 30-day review of maintenance write-ups indicated the APU had auto-shutdown on 2 occasions. The first shutdown occurred (flight date - 15 days) in ZZZ. The second (flight date - 5 days) in dfw. The third (flight date - 4 days) shutdown resulting with maintenance placarding the APU inoperative. Further review of the maintenance log revealed the right engine driven generator phase 'a' circuit breaker had popped 11 days ago). Maintenance corrective action was to reset the breaker and run the right engine with no further defects noted. Although the physical maintenance logbook contained other write-ups for the period (flight date - 14 days through flight date - 1 day); the right engine generator problem was strangely missing. We would be arriving and departing ZZZ at night with thunderstorms in the area. We already had an expected departure release time for departing dfw and most likely would have a long delay leaving ZZZ. The APU inoperative would prevent shutdown to conserve needed fuel. Dispatch had to plan so much release fuel leaving dfw; the flight was weight restricted. The total of these factors gave me concern as to the safe and prudent operation this time into and again departing ZZZ without an operational APU. I called dispatch approximately one hour prior to our re-scheduled departure time to request another aircraft to try to fix the APU. I was initially put on hold and then told to call back later. Dispatch was overwhelmed working other problems. I called back 20 minutes later and was told the equipment desk was working on finding another aircraft. I then proceeded to the gate to check with the first officer; inform the gate agents; and coordinate with maintenance. While at the gate I was informed the equipment desk did not have any replacement aircraft; and maintenance was not going to fix the APU. I then called my chief pilot to advise him of the situation and my decision. During our conversation; he called my judgment into question and subtly threatened me with trip removal for not flying this aircraft to ZZZ. As quoted to me by the chief pilot; management's main concern was the subsequent lost revenue if the flight canceled. Later the flight did cancel and I was reassigned to fly another flight.

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Original NASA ASRS Text

Title: An air carrier pilot refused to accept an aircraft with an inoperative APU and a recent engine generator problem because of severe weather at the scheduled destination.

Narrative: I was the Captain of flight DFW to ZZZ; and return flight ZZZ to DFW on the same aircraft. Due to numerous factors; in the interest of safety. I declined to fly the assigned aircraft to ZZZ with an inoperative APU. Both electrics and air were placarded inoperative. The ZZZ Terminal weather forecast indicated heavy to moderate precipitation and a line of thunderstorms during our arrival and subsequent departure back to DFW. A 30-day review of maintenance write-ups indicated the APU had auto-shutdown on 2 occasions. The first shutdown occurred (flight date - 15 days) in ZZZ. The second (flight date - 5 days) in DFW. The third (flight date - 4 days) shutdown resulting with maintenance placarding the APU inoperative. Further review of the maintenance log revealed the Right Engine Driven Generator Phase 'A' circuit breaker had popped 11 days ago). Maintenance corrective action was to reset the breaker and run the right engine with no further defects noted. Although the physical maintenance logbook contained other write-ups for the period (flight date - 14 days through flight date - 1 day); the right engine generator problem was strangely missing. We would be arriving and departing ZZZ at night with thunderstorms in the area. We already had an Expected Departure Release Time for departing DFW and most likely would have a long delay leaving ZZZ. The APU inoperative would prevent shutdown to conserve needed fuel. Dispatch had to plan so much release fuel leaving DFW; the flight was weight restricted. The total of these factors gave me concern as to the safe and prudent operation this time into and again departing ZZZ without an operational APU. I called Dispatch approximately one hour prior to our re-scheduled departure time to request another aircraft to try to fix the APU. I was initially put on hold and then told to call back later. Dispatch was overwhelmed working other problems. I called back 20 minutes later and was told the equipment desk was working on finding another aircraft. I then proceeded to the gate to check with the First Officer; inform the gate agents; and coordinate with maintenance. While at the gate I was informed the equipment desk did not have any replacement aircraft; and maintenance was not going to fix the APU. I then called my Chief Pilot to advise him of the situation and my decision. During our conversation; he called my judgment into question and subtly threatened me with trip removal for not flying this aircraft to ZZZ. As quoted to me by the Chief pilot; management's main concern was the subsequent lost revenue if the flight canceled. Later the flight did cancel and I was reassigned to fly another flight.

Data retrieved from NASA's ASRS site as of April 2012 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.