Narrative:

When we arrived at the departing gate; we briefed on the jetbridge with the inbound crew who brought the airplane in. The captain advised me that they had an unusual fuel problem in the descent into the airport. He explained that for some unknown reason fuel had transferred from the main tanks to the center tank. We both agreed the issue should be written up and addressed by maintenance. This captain returned to the aircraft to enter the write up in ACARS and advise maintenance. I proceeded to operations for flight planning. My first officer began the cockpit setup and completed the walk-around. When I returned to the aircraft; I was met by the fueler. He explained to me that he was having a hard time boarding the fuel load. I told him not to force the fuel and that we possibly had a fueling issue and he should consult with maintenance before attempting to load our fuel. I then proceeded to the cockpit to complete my cockpit setup duties. Shortly after; the fueler came to the cockpit. He said he successfully forced the fuel load on the aircraft. He said he was told by maintenance to hold the reset switch down on the fueling panel continuously until all the fuel was boarded. I was shocked by what I was hearing and left the cockpit to talk with maintenance directly; but before I could reach them I was told that we would not be taking that aircraft; but would instead be waiting on another inbound aircraft; and that maintenance needed more time to work on this aircraft. There was no coordination whatsoever between the local maintenance personnel and the pilots. When our aircraft arrived; I proceeded to the gate and once again began the cockpit setup. Approximately 20 minutes prior to our delayed departure time; the ground air was removed from the aircraft. I started the APU and put it on line. When the APU bleed was configured for cooling I noticed the bleed pressure gauge was fluctuating wildly. It bounced from 25 psi to 5 psi; then 20 psi to zero psi repeatedly. I checked the maintenance status pages and discovered the APU egt was also fluctuating in unison with the bleed surges. I also could hear the bleed surges in the cockpit; and after consulting with my cursor; found out the surges were also felt and heard in the cabin. Then I discussed with my first officer the extensive pneumatic write up history on the aircraft. I then wrote the problem up and advised local station operations we had an open maintenance issue. Shortly after my write-up; a mechanic came to the cockpit and advised me he was meling the APU pneumatics. He then turned off the APU bleed and placed a deferral sticker on the overhead panel. I thanked him for his work and then sent an ACARS message to dispatch that I would not take the aircraft without a fully functioning APU. After a lengthy delay; my flight attendants advised me the aircraft was getting extremely hot in the back; and that the local agents had made no announcement to the passengers about what was causing the delay. I called operations and requested conditioned air be put on the aircraft or we would need to deplane. Then I made an announcement regarding our delay. A few minutes later conditioned air was hooked to the aircraft. At some point I received an ACARS message asking me to contact the duty manager. I explained to him that given the lengthy pneumatic failure maintenance history; I was refusing the aircraft. He said ok and said he would pass that information on. Now; after a lengthy delay; a customer service representative came to the cockpit to ask what was going on. I told her we had a maintenance issue that needed to be addressed. She said she heard the item had been MEL'ed. I told her yes; but that I would not take the aircraft in its current state. She then left the cockpit looking a little bewildered. Next came another agent who entered the cockpit and immediately started to chastise me in a very elevated voice. She started then to grill me about 'my problem'. I told her I would not have this discussion with her in that tone; and for any other information she needed to speak with operations. She stormed out of the cockpit. We again waited and heard nothing. Finally; I heard an announcement over the PA from customer service that our flight had been canceled. Customer service agents attempting to coerce or pressure a captain to take an aircraft which they feel is not airworthy is harassment; and this issue will also be followed up with my union and local flight operations management. While securing the aircraft and packing our belongings; I heard many angry comments from the passengers deplaning the aircraft. We exited the aircraft and proceeded to the hotel pickup location. I found out from the male flight attendant that a customer service supervisor was telling the passengers as they deplaned the night before that they could thank the pilots for their flight canceling. We all took the van back to the airport. We were assigned the same aircraft from the night before. The APU worked perfectly and we blocked off the gate but on taxi-out we had a right pack off light illuminate. That had been a chronic problem with the aircraft. The problem eventually resolved itself and maintenance control cleared the item and sent us a new release. On the takeoff roll; at V1; we got another right pack off light; again also in the maintenance history of the aircraft; the pack reset on climb out. We continued to destination and wrote the aircraft up yet again. The root of these problems and cancellations is a management that forces chronically broken aircraft into the schedule instead of taking the downtime to properly diagnose and repair the problems. The 'band-aid' solution never works in the actual operation and is a huge disservice to our fellow employees and customers.

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Original NASA ASRS Text

Title: B757 Captain describes the circumstances surrounding an aircraft refusal for unresolved pneumatic issues and the eventual cancellation of the flight.

Narrative: When we arrived at the departing gate; we briefed on the jetbridge with the inbound crew who brought the airplane in. The Captain advised me that they had an unusual fuel problem in the descent into the airport. He explained that for some unknown reason fuel had transferred from the main tanks to the center tank. We both agreed the issue should be written up and addressed by Maintenance. This Captain returned to the aircraft to enter the write up in ACARS and advise Maintenance. I proceeded to Operations for flight planning. My First Officer began the cockpit setup and completed the walk-around. When I returned to the aircraft; I was met by the fueler. He explained to me that he was having a hard time boarding the fuel load. I told him not to force the fuel and that we possibly had a fueling issue and he should consult with Maintenance before attempting to load our fuel. I then proceeded to the cockpit to complete my cockpit setup duties. Shortly after; the fueler came to the cockpit. He said he successfully forced the fuel load on the aircraft. He said he was told by Maintenance to hold the reset switch down on the fueling panel continuously until all the fuel was boarded. I was shocked by what I was hearing and left the cockpit to talk with Maintenance directly; but before I could reach them I was told that we would not be taking that aircraft; but would instead be waiting on another inbound aircraft; and that Maintenance needed more time to work on this aircraft. There was no coordination whatsoever between the Local Maintenance personnel and the pilots. When our aircraft arrived; I proceeded to the gate and once again began the cockpit setup. Approximately 20 minutes prior to our delayed departure time; the ground air was removed from the aircraft. I started the APU and put it on line. When the APU bleed was configured for cooling I noticed the bleed pressure gauge was fluctuating wildly. It bounced from 25 psi to 5 psi; then 20 psi to zero psi repeatedly. I checked the maintenance status pages and discovered the APU EGT was also fluctuating in unison with the bleed surges. I also could hear the bleed surges in the cockpit; and after consulting with my Cursor; found out the surges were also felt and heard in the cabin. Then I discussed with my First Officer the extensive pneumatic write up history on the aircraft. I then wrote the problem up and advised local station operations we had an open maintenance issue. Shortly after my write-up; a mechanic came to the cockpit and advised me he was MELing the APU pneumatics. He then turned off the APU bleed and placed a deferral sticker on the overhead panel. I thanked him for his work and then sent an ACARS message to Dispatch that I would not take the aircraft without a fully functioning APU. After a lengthy delay; my flight attendants advised me the aircraft was getting extremely hot in the back; and that the local agents had made no announcement to the passengers about what was causing the delay. I called operations and requested conditioned air be put on the aircraft or we would need to deplane. Then I made an announcement regarding our delay. A few minutes later conditioned air was hooked to the aircraft. At some point I received an ACARS message asking me to contact the Duty Manager. I explained to him that given the lengthy pneumatic failure maintenance history; I was refusing the aircraft. He said ok and said he would pass that information on. Now; after a lengthy delay; a Customer Service Representative came to the cockpit to ask what was going on. I told her we had a maintenance issue that needed to be addressed. She said she heard the item had been MEL'ed. I told her yes; but that I would not take the aircraft in its current state. She then left the cockpit looking a little bewildered. Next came another agent who entered the cockpit and immediately started to chastise me in a very elevated voice. She started then to grill me about 'my problem'. I told her I would not have this discussion with her in that tone; and for any other information she needed to speak with Operations. She stormed out of the cockpit. We again waited and heard nothing. Finally; I heard an announcement over the PA from Customer Service that our flight had been canceled. Customer Service agents attempting to coerce or pressure a Captain to take an aircraft which they feel is not airworthy is harassment; and this issue will also be followed up with my union and Local Flight Operations Management. While securing the aircraft and packing our belongings; I heard many angry comments from the passengers deplaning the aircraft. We exited the aircraft and proceeded to the hotel pickup location. I found out from the male Flight Attendant that a Customer Service Supervisor was telling the passengers as they deplaned the night before that they could thank the pilots for their flight canceling. We all took the van back to the airport. We were assigned the same aircraft from the night before. The APU worked perfectly and we blocked off the gate but on taxi-out we had a Right Pack Off light illuminate. That had been a chronic problem with the aircraft. The problem eventually resolved itself and Maintenance Control cleared the item and sent us a new Release. On the takeoff roll; at V1; we got another Right Pack Off light; again also in the maintenance history of the aircraft; the Pack reset on climb out. We continued to destination and wrote the aircraft up yet again. The root of these problems and cancellations is a management that forces chronically broken aircraft into the schedule instead of taking the downtime to properly diagnose and repair the problems. The 'Band-Aid' solution never works in the actual operation and is a huge disservice to our fellow employees and customers.

Data retrieved from NASA's ASRS site as of July 2013 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.