Discussion \n\n\n\tIn December 2019, the FAA received reports of the loss of GPS data or degraded GPS positional accuracy while using a certain MMR with certain software installed. An investigation determined that within a certain region of the world, operational software (OPS), number COL4D- 0087-0002, COL4E-0087-0001, COL48-0087-0700, or COL49-0087-0701, if installed on Collins GLU-2100 MMR, part number (P/N) 822-2532-100, could result in a GPS positional error. The affected area occurs in a funnel shaped region of the world that mainly extends +/- 20 degrees on either side of 180 degrees West Longitude, and encompasses the Northern Hemisphere to 10 degrees Latitude in the Southern Hemisphere. When an airplane is within this affected region, the software should map the computed ionospheric pierce point (IPP) to the correct hemisphere, but the software is not doing that. The consequences of the GPS error are: \n\tAn annunciated loss of GPS output, where the Global Navigation Satellite System (GNSS) bus becomes inactive anywhere from a few seconds to up to 40 minutes. \n\tUn-annunciated reduced positional accuracy in the affected region when the Satellite-Based Augmentation System (SBAS) ionosphere corrections are improperly applied. The positional error will be bounded to 0.3 nautical miles, but may not be bounded by the horizontal protection level (HPL) that is output by the GNSS. \n\tThis improper mapping within the OPS, if not addressed, could, during a high-precision approach with a GPS error, result in controlled flight into terrain. \n\nFAA's Determination \n\n\n\tThe FAA is issuing this AD because the agency evaluated all the relevant information and determined the unsafe condition described previously is likely to exist or develop in other products of the same type design. \n\nAD Requirements \n\n\n\tThis AD requires revising the existing airplane flight manual to include a limitation to prohibit operations that require less than 0.3 RNP within a specified area for airplanes having a certain MMR with certain software installed. \n\nInterim Action \n\n\n\tThe FAA considers this AD interim action. Collins is currently developing a software update that will further address the unsafe condition identified in this AD. Once this software update is developed, approved, and available, the FAA might consider additional rulemaking. \n\nJustification for Immediate Adoption and Determination of the Effective Date \n\n\n\tSection 553(b)(3)(B) of the Administrative Procedure Act (APA) (5 U.S.C.) authorizes agencies to dispense with notice and comment procedures for rules when the agency, for ''good cause,'' finds that those procedures are ''impracticable, unnecessary, or contrary to the public interest.'' Under this section, an agency, upon finding good cause, may issue a final rule without seeking comment prior to the \n\n((Page 8718)) \n\nrulemaking. Similarly, Section 553(d) of the APA authorizes agencies to make rules effective in less than thirty days, upon a finding of good cause. \n\tAn unsafe condition exists that requires the immediate adoption of this AD without providing an opportunity for public comments prior to adoption. The FAA has found that the risk to the flying public justifies foregoing notice and comment prior to adoption of this rule because, as described in the Discussion section of this AD, the loss of GPS data, or degraded GPS positional accuracy, during a high-precision approach with a GPS positional error, could result in controlled flight into terrain. Given the significance of the risk presented by this unsafe condition, it must be immediately addressed. \n\tAccordingly, notice and opportunity for prior public comment are impracticable and contrary to the public interest pursuant to 5 U.S.C. 553(b)(3)(B). In addition, for the reasons stated above, the FAA finds that good cause exists pursuant to 5 U.S.C. 553(d) for making this amendment effective in less than 30 days. \n\nComments Invited \n\n\n\tThis AD is a final rule that involves requirements affecting flight safety and was not preceded by notice and an opportunity for public comment. However, the FAA invites you to send any written data, views, or arguments about this final rule. Send your comments to an address listed under the ADDRESSES section. Include the docket number FAA-2020- 0098 and Product Identifier 2020-NM-011-AD at the beginning of your comments. The FAA specifically invites comments on the overall regulatory, economic, environmental, and energy aspects of this final rule. The FAA will consider all comments received by the closing date and may amend this final rule because of those comments. \n\tExcept for Confidential Business Information (CBI) as described in the following paragraph, and other information as described in 14 CFR 11.35, the FAA will post all comments received, without change, to https://www.regulations.gov, including any personal information you provide. The FAA will also post a report summarizing each substantive verbal contact the agency receives about this final rule. \n\nConfidential Business Information \n\n\n\tConfidential Business Information (CBI) is commercial or financial information that is both customarily and actually treated as private by its owner. Under the Freedom of Information Act (FOIA) (5 U.S.C. 552), CBI is exempt from public disclosure. If your comments responsive to this AD contain commercial or financial information that is customarily treated as private, that you actually treat as private, and that is relevant or responsive to this AD, it is important that you clearly designate the submitted comments as CBI. Please mark each page of your submission containing CBI as ''PROPIN.'' The FAA will treat such marked submissions as confidential under the FOIA, and they will not be placed in the public docket of this AD. Submissions containing CBI should be sent to David Sumner, Aerospace Engineer, Systems and Equipment Section, FAA, Seattle ACOBranch, 2200 South 216th St., Des Moines, WA 98198; phone and fax: 206-231-3538; email: david.sumner@faa.gov. Any commentary that the FAA receives which is not specifically designated as CBI will be placed in the public docket for this rulemaking. \n\nRegulatory Flexibility Act (RFA) \n\n\n\tThe requirements of the RFA do not apply when an agency finds good cause pursuant to 5 U.S.C. 553 to adopt a rule without prior notice and comment. Because the FAA has determined that it has good cause to adopt this rule without notice and comment, RFA analysis is not required. \n\nCosts of Compliance \n\n\n\tAlthough the FAA estimates the number of airplanes identified in the applicability of this AD as 3,200 airplanes of U.S. registry, the AFM revision specified in this AD is required only for the airplanes having a configuration identified in paragraph (g) of this AD. The FAA estimates that 409 airplanes of U.S. registry are affected by the AFM revision specified in paragraph (g) of this AD. \n\tThe FAA estimates the following costs to comply with this AD: \n\n\n\tEstimated Costs ---------------------------------------------------------------------------------------------------------------- \n\tCost per Cost on U.S. \n\tAction Labor cost Parts cost product operators ---------------------------------------------------------------------------------------------------------------- AFM revision.......................... 1 work-hour x $85 per $0 $85 $34,765 \n\thour = $85. ---------------------------------------------------------------------------------------------------------------- \n\nAuthority for This Rulemaking \n\n\n\tTitle 49 of the United States Code specifies the FAA's authority to issue rules on aviation safety. Subtitle I, section 106, describes the authority of the FAA Administrator. ''Subtitle VII: Aviation Programs'' describes in more detail the scope of the Agency's authority. \n\tThe FAA is issuing this rulemaking under the authority described in Subtitle VII, Part A, Subpart III, Section 44701: ''General requirements.'' Under that section, Congress charges the FAA with promoting safe flight of civil aircraft in air commerce by prescribing regulations for practices, methods, and procedures the Administrator finds necessary for safety in air commerce. This regulation is within the scope of that authority because it addresses an unsafe condition that is likely to exist or develop on products identified in this rulemaking action. \n\nRegulatory Findings \n\n\n\tThis AD will not have federalism implications under Executive Order 13132. This AD will not have a substantial direct effect on the States, on the relationship between the national government and the States, or on the distribution of power and responsibilities among the various levels of government. \n\tFor the reasons discussed above, I certify that this AD: \n\t(1) Is not a ''significant regulatory action'' underExecutive Order 12866, and \n\t(2) Will not affect intrastate aviation in Alaska. \n\nList of Subjects in 14 CFR Part 39 \n\n\n\tAir transportation, Aircraft, Aviation safety, Incorporation by reference, Safety.