Narrative:

We landed and taxied to the gate. The jetway pulled up to L1 and the gate agent knocked on the door. With the parking checklist completed I stepped out to use the rest room and flight attendant a appeared to be struggling with moving the levers to get a proper disarmed indication on the L1 door. The green disarmed placard was not entirely in the viewing window. The gate agent knocked again as flight attendant a was manipulating the levers and I saw the gate agent through the L1 window and shook my head to advise the gate agent not to open the door. When we got the proper disarmed indication with the L1 door the flight attendant gave the thumbs up to the gate agent and she opened the door. We deplaned and flight attendant a mentioned; 'you might want to call maintenance; I'm having trouble with the door'. Once the jetway was clear of passengers I asked flight attendant a to show me again what the problem was with the door. He shut the door and tried to arm it by moving the vent flap and arming handle down simultaneously. He applied normal force and it wouldn't move into the armed position. I stepped in to try and move the handles down and it appeared to be jammed and unable to arm. I called maintenance and they came on board and flight attendant a and flight attendant B both demonstrated the use of the door to show the mechanic. Only when the vent flap was cycled separately would the L1 door be able to arm. After cycling the door levers in different configurations the mechanic was able to get the door to arm. It looked like we were going to be able to sign it off when flight attendant a checked the door with the mechanic standing by and it did not arm again. Flight attendant a and flight attendant B were both uncomfortable taking passengers on a flight with a door that was not consistently working. I did my best to keep the gate agent informed of our progress to provide the best accommodation to our passengers. The mechanic cycled the handles a few more times and the door was working properly; but whenever flight attendant a would try the door; he would open the door; close it; and try to arm it. When he did this the door would not arm. When the mechanic cycled the handles without opening the door the handles would function properly. At this point I was concerned about the door not functioning properly in case we needed to evacuate. I asked the mechanic 'if the door doesn't function properly and then a few minutes later after several attempts it does function properly; do you think that what caused the malfunction initially has been fixed?' he said no and that these doors occasionally are known for having rigging problems and he suspected that might be the case. He decided not to sign off the door for 121 operations with emergency egress in question; but we both agreed operating; as a part 91 ferry; would be acceptable. I have been told that a condition that results in an intermittent cas message or push button light; including flickering caution/warning lights; are to be considered possibly operating outside design parameters and therefore should be considered as a possible mechanical irregularity. While there is no cas message or push button light; the disarmed indication was not aligning properly and the arming lever was not functioning with consistency; which indicates a possible abnormality. The decision to not operate the flight with passengers on board is coincident with the underlying philosophy of the above and the company policy of safety as a top priority.

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Original NASA ASRS Text

Title: EMB170 Captain describes difficulties opening and arming the main cabin door as reported and demonstrated to him by the A Flight Attendant. Maintenance cannot improve the intermittent operation of the door and the aircraft is refused by the crew.

Narrative: We landed and taxied to the gate. The jetway pulled up to L1 and the gate agent knocked on the door. With the parking checklist completed I stepped out to use the rest room and Flight Attendant A appeared to be struggling with moving the levers to get a proper DISARMED indication on the L1 door. The green DISARMED placard was not entirely in the viewing window. The gate agent knocked again as Flight Attendant A was manipulating the levers and I saw the gate agent through the L1 window and shook my head to advise the gate agent not to open the door. When we got the proper DISARMED indication with the L1 door the flight attendant gave the thumbs up to the gate agent and she opened the door. We deplaned and Flight Attendant A mentioned; 'You might want to call Maintenance; I'm having trouble with the door'. Once the jetway was clear of passengers I asked Flight Attendant A to show me again what the problem was with the door. He shut the door and tried to arm it by moving the vent flap and arming handle down simultaneously. He applied normal force and it wouldn't move into the armed position. I stepped in to try and move the handles down and it appeared to be jammed and unable to arm. I called Maintenance and they came on board and Flight Attendant A and Flight Attendant B both demonstrated the use of the door to show the mechanic. Only when the vent flap was cycled separately would the L1 door be able to arm. After cycling the door levers in different configurations the mechanic was able to get the door to arm. It looked like we were going to be able to sign it off when Flight Attendant A checked the door with the mechanic standing by and it did not arm again. Flight Attendant A and Flight Attendant B were both uncomfortable taking passengers on a flight with a door that was not consistently working. I did my best to keep the gate agent informed of our progress to provide the best accommodation to our passengers. The mechanic cycled the handles a few more times and the door was working properly; but whenever Flight Attendant A would try the door; he would open the door; close it; and try to arm it. When he did this the door would not arm. When the mechanic cycled the handles without opening the door the handles would function properly. At this point I was concerned about the door not functioning properly in case we needed to evacuate. I asked the mechanic 'if the door doesn't function properly and then a few minutes later after several attempts it does function properly; do you think that what caused the malfunction initially has been fixed?' He said no and that these doors occasionally are known for having rigging problems and he suspected that might be the case. He decided not to sign off the door for 121 operations with emergency egress in question; but we both agreed operating; as a part 91 ferry; would be acceptable. I have been told that a condition that results in an intermittent CAS message or push button light; including flickering caution/warning lights; are to be considered possibly operating outside design parameters and therefore should be considered as a possible mechanical irregularity. While there is no CAS message or push button light; the DISARMED indication was not aligning properly and the arming lever was not functioning with consistency; which indicates a possible abnormality. The decision to not operate the flight with passengers on board is coincident with the underlying philosophy of the above and the Company policy of safety as a top priority.

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.