A CE-560 Captain reported they refused an aircraft due to autopilot failure and stabilizer system malfunction.

Narrative

We first inherited this aircraft on Day 0 in ZZZ1. It had been in maintenance there for an autopilot issue and other items. While doing our preflight checks; the plane failed the autopilot test. We then had to MEL the autopilot. Flew the plane ZZZ1-ZZZ2-ZZZ1 and the plane supposedly went back into maintenance for the autopilot. The next day; same deal. Autopilot had been signed off fixed but failed on preflight check. MEL'd it again. Leaving ZZZ1 for ZZZ on Day 1; we received the stab mis compare annunciator flashing several times. Upon reaching ZZZ the plane was then AOG'd. Maintenance in ZZZ came out to the plane and MEL'd the STAB system. So now we have no autopilot and a MEL'd STAB. The next day at ZZZ; no autopilot and restrictions of; 1. altitude less than FL180; 2. no icing; airspeed less than 200 knots; and have to fly with flaps out of the '0' position. Meaning flaps 7 or 20 degrees. We showed at FBO with no release and had to call dispatch. They said they had the trip now from ZZZ to ZZZ3 all planned and that we were good to go with the current weather. The crew questioned dispatch at that time what our fuel burn would be. They did not know. When asked how much fuel we would land with; they did not know. They were 'ballparking the performance'. Their exact words. Eventually we escalated the issue to the Chief Pilot. He came back saying we could use 'gear down' performance numbers because they were probably more conservative. I responded more conservative than what. We don't have numbers for a flaps extended ferry flight. They needed more time to think about the ferry until the chief pilot called back and said we could not fly the plane because there were indeed no performance numbers published. What we had been telling them all along. Suggestions: The company tried to push the crew members at the dispatch and Chief Pilot levels to do a trip of 623 miles; no autopilot; low altitude airways; flaps extended; no icing allowed; less than 200 knots and no performance numbers that applied to the situation. Luckily an experienced crew was tied to this plane because a less experienced crew may have bought into the release plan. Management was told that this situation sounded more suited to a ferry permit or Test flight and the response we got was laughing and the statement that this ferry flight probably didn't meet the standards of a Test flight. My suggestion is quit pulling this stuff. It's going to bite all of us someday. Operate the company safely and regulatorily compliant.