(9)  
Snubber may be bottoming out. Check travel of snubber piston.

(10)
Binding of guide arm in guide cams at upper hinge may be due to misaligned cam plates. Check by moving the guide arm (one end removed from door) through the cams and check for alignment of guide arm with centerline of hinge plane. Misaligned cam plates can cause the guide arm to work hard on one cam plate and force it to come loose. Cam plates may be aligned but rotated. This will cause the door to have extra travel in either the cocked position or the open position. It may not cause the handle loads to be high.

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NOTE:  Misaligned guide cams would probably only occur after can replacement due to tolerances in cam installation boltholes.
E.  Excessive torque problems (Ref. 52-11-00, for door operating torque limits)
(1)  
Operate door and check for interference with body structure. Look for scraped paint as an indication. To verify, place a strip of paper over suspected area and close door. Paper should pull out without tearing.

(2)  
Check seal plane for smoothness and excessive build-up.

(3)  
Check stop gaps. If there is evidence of excessive bottoming out, readjust. Also recheck gate stops.

(4)  
Make sure the bearings in the upper and lower gate pushrods move freely.

(a)  Lubricate the bearings if they cannot move (Ref. 12-25-21/201).

(5)
Check snubber for bottoming out.

(6)  
Check for door entering opening evenly at forward and aft latches during last inch of travel. Adjust guide arm if required.

(7)  
Check misfair. If a latch cam can be moved inboard without exceeding misfair tolerances, torque can be reduced. Stops must be reset if adjustment is made. Also, shortening the gate control rods will reduce torque.

(8)  
Check for latch cam rollers entering latch cams before roller arms begin to rotate. Adjustment to the horizontal control rod at handle cam can reduce torque. Recheck exterior handle stowage force.

(9)  
If lining is installed, check for interference of lining and body structure or trim. Check with a strip of paper as in step (1).

(10)
Check for smooth operation, without jerks or bumps, at handle cam. High spot in cam can cause excessive torque.

(11)
Check for clearance between latch cam rollers and outboard face of cam. Throughout operation of normally operating door, roller should not touch outboard face of cam. This contact can cause high torque.

(12)
Check for proper adjustment of hinge cutout covers.

F.  Check for excessive misfair (Ref. 52-11-00, Adjustment/Test for allowable misfair)
(1)  Excessive misfair will often result from adjustments to lower torque tube. If adjustments to latch cams or gate rods to improve fair result in excessive torque, trouble shoot per item A above.
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G.  Trouble shoot problem of door handle not staying latched in flight or handle moves during taxi:
(1)  Check for clearance between latch roller and bottom of latch cam. Improper clearance indicates door overcenter out of adjustment. Adjust for soft unlatching per 52-11-00, A/T
H.  Trouble shoot excessive handle stowage force (Ref. 52-11-00, A/T for allowable handle stowage force)
(1)  
Check adjustment of handle cam horizontal control rod. Lengthening the rod will reduce the handle stowage force. If adjustment is made recheck roller entrance to latches and handle torque.

(2)  
Check for proper handle shaft lubrication.

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FORWARD ENTRY DOOR HINGE ARMS - REMOVAL/INSTALLATION
1.  General
A.  Procedures described and illustrated in the following apply to the forward entry door. Procedures for the galley door are similar, though sizes and proportions may differ slightly.
2.  Equipment and Materials
A.  1/4-inch allen wrench
B.  Grease, MIL-G-23827
3.  Remove Forward Entry Door Hinge Arms
A.  Remove door from airplane as described in 52-11-0 R/I.
B.  Remove nut (10, Fig. 401), washer (9) and cam plate (5) and allow handle shaft (8) and outside handle (7) to drop clear.
C.  Unscrew and remove hinge arm cover from outside surface of each hinge arm (16).
D.  Remove access panels (6) to obtain excess to torque tube (2) and handle mechanism housing (3).
　
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