"Company tells you to ferry the aircraft without a critical engine instrument (torque/fuel flow/etc) Can you stand up to that? The winglet was damaged by a tug, but they speed taped it and "should be good to ferry to maintenance"?
You got the guts to refuse? Or just "do it and grieve it " later?"

The MEL is the limiting document, as well as the mechanics sign off. If the "critical instrument" isn't listed in the MEL as deferrable, no go, The mechanics signature "insures" airworthiness for that operation. "Grieve it" and FAR issues are completely separate.The PIC is the final authority as to the operation of the aircraft.

You have two FA's that don't get along over something stupid en route to the out station and refuses to fly back to the hub with them? What you gonna do now, college boy?

If you cannot use logic to defuse an illogical situation that's a crew support issue.

The gate agent refuses to deal with the jump seater that has his nose pressed to the window 20 minutes before the last departure.

Go to the gate and deal with it. My experience says they want you to leave and if the only way you will leave is with the jumpseater, there's your answer/solution.

The FA's have a squabble with gate agent over who gets to sit in the last First Class seat.

Thats a non starter, close the door and W&B the customer where ever you want.

Company requests you to extend your duty day: works for you. FO has to buy a motel on his dime, FA's are stranded,what do you decide? Best for you? And screw the crew? Or best for the crew and suck it up?

Look after your crew.

Too many scenarios to post, and others may bring up others. But being a "Captain" involves more than your ability to fly the aircraft.

But at 1500 hours or 2500 hours or 3000 hours? Do hours matter?

"Yep, I can handle it , I'm ready to be Captain"

Really?