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L3 CVDR Tooling Requirements for A321NX

American Airlines (AA) received its first Airbus A321NX aircraft with a new L3 CVDR system in January 2021. [1] AA was not notified until 2020 that a special L3 tool would be required to interface with the new CVDR, and it has had to scramble to prepare necessary ground support changes. [2] The new L3 CVDR system encrypts data and only supports the proprietary L3 tooling, limiting options. [3] AA asks if other operators have experienced similar issues with notification of new tooling requirements, and asks Airbus and others to comment.

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136 views2 pages

L3 CVDR Tooling Requirements for A321NX

American Airlines (AA) received its first Airbus A321NX aircraft with a new L3 CVDR system in January 2021. [1] AA was not notified until 2020 that a special L3 tool would be required to interface with the new CVDR, and it has had to scramble to prepare necessary ground support changes. [2] The new L3 CVDR system encrypts data and only supports the proprietary L3 tooling, limiting options. [3] AA asks if other operators have experienced similar issues with notification of new tooling requirements, and asks Airbus and others to comment.

Uploaded by

郝帅
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
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Download as PDF, TXT or read online on Scribd
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REFERENCE 21-023/MSG-367 - Page 35

GROUND SUPPORT EQUIPMENT & SPECIAL TOOLING

Item Summary Title LRU PN Vendor Aircraft ATA From

43 L3 CVDR RDI Tool 7100-0200-00, L3/Airbus A320 23 AAL

Problem Description:

AA has just received its first A321NX with the new L3 CVDR (SRVIVR25) in January 2021. AA was first contacted
by Airbus about this production change in Q1 2020. At that time, there was no mention of any special tooling (L3
IP65 Tablet or RDI App on Laptop) that would be required, including in the Airbus MSCN (Manufacturers
Specification Change Notice).

In Q3 2020, additional information came out that a special L3 tool was required to interface with the new CVDR.
AA has not received a Tooling bulletin for this new tooling requirement as of today. AA is concerned with
Airbus/L3 short notice of this special tooling requirement and had to scramble for necessary long lead-time IT
ground changes to prepare for the first aircraft.

The new L3 CVDR does not support alternate download tools. This new system also encrypts the data which
limits the tooling options to the L3 tool. The L3 system also charges operators to access its flight data from the
CVDR which is required for DFDR audit requirements and in some cases returning the aircraft to service.

AA has just completed a standardization program to the HHMPI for most of its non e-Enabled aircraft. This new
system forces AA to break away from tooling standardization. AA would like all future tooling for LRUs to support
ARINC interface specs and allow for alternate tooling.

Questions:
1. Have other Airbus operators experienced similar short notice of tooling requirement for new Airbus
delivery systems?
2. Can Airbus improve its timeline to notify operators of special tooling, especially those requiring IT ground
changes? Can SCNs and MSCN specify this special tooling and IT ground change requirements?
3. Do other operators support alternate tooling for these new systems? Is there a ARINC standard this
tooling should meet to allow for this interchangeability?

Other Operators and Airbus comment please.


REFERENCE 21-023/MSG-367 - Page 36

GROUND SUPPORT EQUIPMENT & SPECIAL TOOLING

Item Summary Title LRU PN Vendor Aircraft ATA From If MRO,


the
Associate
Airline

44 Proximity Sensor TY3537-01 Collins A220 27-81-48 AFR-KLM AFR


Test Proximity Aerospace
Sensor

Since November 2020, we have had no response to our questions on the Proximity Sensor test.

It is impossible to perform the Proximity Sensor test without configuration of the LCR Meter, Ref: "Part 2T75F /
MQ235 // Agilent modelE4980A". Moreover, for the "Accuracy test", there is no target reference mentioned.

Collins provided to Air France partial information for the configuration of the RLC Meter.

Could Collins provide us the complete information for the configuration and the connecting of the LRC Meter
(which is missing at the present time)?

Example: FREQUENCY, DC BIAS SIGNAL, TRIGGER MODE, SIGNAL LEVEL, COMPENSATION FUNCTION…
Information during the Test

Could Collins provide us target reference for the “Accuracy test” step?

Other Operators, Collins, and Airbus comment please.

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