AN AIR TFC CTLR HAS CONCERNS ABOUT FLT MGMNT SYS THAT CALL FOR EARLY TURNS OVER AIRWAY FIXES RESULTING IN LOSS OF TFC SEPARATION AND RESTR AREA INCURSIONS. HE SIGHTS THE AIRBUS AS AN ONGOING OFFENDER AND NOTES BUSINESS JETS ARE ALSO BECOMING A PROB.

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THERE HAVE BEEN NUMEROUS PLTDEVS LATELY AT ZLA CAUSED BY THE SOFTWARE ON CERTAIN INERTIAL NAV SYS. MOST OF THE DEVS INVOLVE AIRBUS ACFT. THESE ACFT HAVE NAV SYS THAT LIMIT THE MAX ANGLE OF BANK THE ACFT CAN ACHIEVE DURING A TURN FOR 'PAX COMFORT' CONCERNS. ON ROUTES THAT CHANGE DIRECTION AT FIXES BY AMOUNTS APCHING 90 DEGS; WE HAVE SEEN THESE ACFT TURN AS EARLY AS 15 MI PRIOR TO THE FIX WHERE THE CHANGE IN DIRECTION OCCURS. THIS OBVIOUSLY CAN AND HAS CREATED DANGEROUS SEPARATION SITS FOR CTLRS. A RECENT EXAMPLE DEMONSTRATES THAT BUSINESS JETS HAVE ADOPTED THIS PROBLEMATIC SOFTWARE AND NATCA NEEDS TO BE THE CATALYST TO CORRECT THIS SERIOUS PROB. I WAS ASSIGNED TO THE R20 POS. SECTOR 20 IS A SMALL LOW ALT SECTOR THAT HANDLES HIGH VOLUMES OF LAX; ONT; SNA; LGB AND OTHER SOUTHERN BASIN ARRS; AS WELL AS OVERFLTS AND PSP ARRS AND DEPS. THE SECTOR WAS AT MODERATE OR GREATER COMPLEXITY AT THE TIME. ACFT X; A PC12/A WAS ABEAM L35 WBOUND DIRECT PMD AT FL200. ACFT Y; A T/CL60/G DEPARTED PSP AND WAS CLBING TO FL210 VIA V386 TO PMD ENRTE TO OAK. ACFT Y WAS CLBING SLOWLY AND I ELECTED TO LEAVE THE ACFT ON V386 TO FACILITATE THE CLB ABOVE ACFT X. V386 MAKES A 70 DEG L TURN TO SOGGI INTXN WHERE IT THEN GOES TO PMD. APPROX 8 MI S OF SOGGI; ACFT Y BEGAN A L TURN TO JOIN V386 W OF SOGGI INTXN. THIS PLACED THE ACFT INTO CONFLICT WITH ACFT X. I INFORMED ACFT Y THAT I NEEDED HIS ACFT TO FLY DIRECTLY OVER SOGGI DUE TO TFC. THE PLT RESPONDED STATING THAT HIS NAV COMPUTER WAS TURNING THE ACFT TO JOIN V386 ON THE W SIDE OF SOGGI. I TURNED ACFT Y 30 DEGS TO THE R TO AVOID ACFT X AND THEN SUGGESTED TO THE PLT THAT HE PLACE HIS NAV COMPUTER INTO THE OVERFLT MODE; AS I DID NOT AUTH AN EARLY TURN. THE PLT COMPLIED WITH THE TURN AND WHEN HIS ACFT WAS LEVEL AT FL210; I CLRED ACFT Y DIRECT PMD. THERE ARE MANY ROUTES IN ZLA WHERE THESE TYPES OF DEVS CAN CREATE SERIOUS PROBS INCLUDING A LOSS OF SEPARATION. AN ADDITIONAL EXAMPLE OCCURS WHEN TFC MGMNT REROUTES ACFT ENRTE TO LAX VIA J6 HEC J64. THIS INVOLVES A 50 DEG L TURN AT HEC. IF ACFT MAKE AN EARLY L TURN TO JOIN J64 S OF HEC; THEY WILL INFRINGE UPON R2501. THESE TYPES OF MANEUVERS CREATED BY THIS NAV SYS ARE NOT COMPATIBLE WITH RECENT NOTAMS AND RAISE CONCERNS ABOUT THESE SYS PLACING ACFT INTO OR IN PROX OF RESTR OR PROHIBITED AIRSPACE. THERE ARE ALSO AREAS OF NON-RADAR COVERAGE IN ZLA AND TIMES WHERE RADAR OUTAGES CREATE A NON-RADAR CTL ENVIRONMENT. FAA ORDER 7110.65M; CHAPTER 6; DEFINES PROCS FOR MAINTAINING LONGITUDINAL AND LATERAL SEPARATION OF ENRTE ACFT IN A NON-RADAR ENVIRONMENT. THESE PROCS REQUIRE ACFT TO OVERFLY THE FIXES ON THEIR ASSIGNED ROUTES. NAV SYS THAT ALLOW ACFT TO TURN EARLY AT FIXES OR INTXNS PLACE THE ACFT OUTSIDE OF THE AIRSPACE PROTECTED WITH A NON-RADAR ENVIRONMENT AND BRINGS INTO QUESTION WHETHER THE SYS CAN BE PROPERLY CERTIFIED FOR USE IN NAS. ; AT THE NATIONAL LEVEL; SHOULD TAKE IMMEDIATE ACTION TO CORRECT THIS PROB. THE SOFTWARE IN THESE NAV SYS SHOULD BE MODIFIED UNDER AN FAA DIRECTIVE TO PREVENT THESE EARLY TURNS. CTLRS SHOULD BE MADE AWARE OF THIS SIT AND WHICH ACFT ARE AFFECTED. UNTIL THE SOFTWARE IS FIXED; ACFT WITH THESE SYS SHOULD BE REQUIRED UNDER NOTAMS TO OPERATE ONLY IN THE 'OVERFLY' MODE. PLTS SHOULD BE NOTIFIED THAT THEY COULD BE SUBJECT TO PLTDEV ACTIONS IF THEY DO NO COMPLY WITH THE NOTAM FOR OVERFLT ONLY MODE. AS THIS NAV SYS MIGRATES INTO THE BUSINESS COMMUNITY FLEET THE CHANCES FOR LOSS OF SEPARATION OR NMAC'S IS GOING TO INCREASE EXPONENTIALLY. CORRECTIVE ACTION NEEDS TO TAKE PLACE PRIOR TO A SERIOUS INCIDENT.