TPA CTLR EXPRESSED CONCERN REGARDING NEWLY DESIGNED RNAV ARR'S THAT ARE ROUTED CLOSE TO SECTOR BOUNDARIES.

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TPA ATCT HAS DEVELOPED RNAV STANDARD TERMINAL ARR PROCS (RNAV STARS). PROCS SUCH AS THIS ARE/SHOULD BE DESIGNED TO REDUCE CTLR WORKLOAD. THE PROCS DEVELOPED FOR TPA DO JUST THE OPPOSITE. ON EVERY RWY CONFIGN; THE PROCS HAVE THE ACFT TURN DOWNWIND AND RIDE THE SECTOR BOUNDARY LINE WITH ADJOINING SECTORS. THIS WILL REQUIRE THE ACFT TO BE POINTED TO AT LEAST 1 OR 2 (DEPENDING ON RWY) SECTORS BEFORE THE ACFT CAN BE DSNDED. THIS HAS BEEN BROUGHT TO THE PROCS DEPT'S ATTN; BUT YET THEY ARE PLANNING ON IMPLEMENTING THE PROCS AS DESIGNED WITHIN THE NEXT MONTH. WHEN TPA IS IN A NORTHERLY CONFIGN; THE PROC WILL HAVE ACFT INBOUND FROM THE SE TURN N INTO THE FACE OF DOWNWIND TFC; UNLESS THE CTLR ISSUES A VECTOR OFF OF THE STAR PRIOR TO THIS POINT. THERE IS THE POTENTIAL TO HAVE OPPOSITE DIRECTION TFC AT THE SAME ALT. THIS IS UNACCEPTABLE! ADDITIONALLY; THE DOWNWIND SECTOR FOR RWY 36L IS 4.73 MI. ACFT MUST STAY 3 MI AWAY FROM THE TFC ON FINAL; AND 1.5 MI AWAY FROM THE ADJACENT SECTOR'S AIRSPACE. THIS ONLY LEAVES 1/4 MI FOR THE DOWNWIND TRACK. IF THERE IS ANY WIND FACTOR AT ALL; THIS IS ALL BUT IMPOSSIBLE TO DO. I WOULD GUESS THAT 95% OF THE ACFT ON THE RWY 36L DOWNWIND ARE TOO CLOSE TO THE ADJACENT AIRSPACE TO BE LEGAL. THIS HAS BEEN BROUGHT TO MGMNT'S ATTN NUMEROUS TIMES. THERE ARE UCR'S TO PROVE IT. IRONICALLY; THE RNAV STAR PROC COULD FIX THIS PROB FOR ALL ACFT THAT ARE EQUIPPED WITH RNAV. I FEEL THE RNAV STAR PROCS IMPLEMENTATION SHOULD BE DELAYED UNTIL THE PROBS HAVE BEEN ALLEVIATED.