Was the APU the only inoperative system?
Did the F/O state why he refused?

When you say never again. Do you mean that you will never again fly an airplane in the summer with an Apu inop or that you never again will let them pull the ac cart without having an air start cart hooked up and operational.

Just 'cause it's legal doesn't mean it's safe or the best option....

True, just as something on placard doesn't mean it's unsafe or a bad option. We thump our chests about Captain's Authority, then slam crews for making decisions one way or another. How 'bout we recognize each situation is unique and let the crews decide?

It doesn't matter what the MEL says. If any crew member feels the operation is unsafe with the piece of equipment inop they are obligated to say NO. The Capt and F/O share this responsibility individually and collectively. This is one of the reasons for CRM/CLR. The fear of retribution should not come into play today and no safety decision should be based on discipline threats from management.

Shrek, on the LUAL side, is it ever acceptable to leave a MX base with an MEL? Or is the aircraft always refused if logbook isn't clean. Also, I heard there's a union publication (maybe old) that recommends some no-go items for various situations, like APU for international, TCAS at night. If anyone can provide a link to this it would be good to have. Thanks.

I'm not Shrek but let me say I don't want you bringing me an airplane to B..F..E.. (I don't mean Brownfield, TX) that has a questionable MEL item that may ground the airplane based on my judgement. I will not take a 2 engine airplane with the APU inop across the North Atlantic, Pacific or over the Amazon. And would question the judgment of anybody that would. No UNION publication needed just a little common sense.

Again, looking for some solid reasons not to take an aircraft based solely on the APU being inop on a non-ETOPS flight. I've witnessed this at last five times now since the merger and would like to hear why.

Personally I would take the aircraft if its a legitimately MEL'd and don't see why not having one is a reason not to accept it. Not slamming the L-UAL folks at all but perhaps some of you can cite examples that might enlighten me.

I've refused plenty of aircraft for other reasons, (mostly inop LAV's on full fights), but am very curious why this is such a hot-button item for others.

I can see why the FO disagreed with the Capt and IRO on the Amazon 767 flight, (and I do not question his right to do so), but I'd be very interested in finding out why its deemed a no-go item on other domestic flights?

Was there any other system inop?
Was the weather at destination bad?
Did you ask why they refused it?
I don't see a problem if it was non-ETOPs, during the day, and wx on both ends was good... but, I do not know the whole story.

I will try to look for the ALPA publication on this subject and I really think you are going about it the right way (no offense taken at all). I think you are just trying to learn how have been doing things from "our side".
In Unity.....