The Saabs(2000 as well as 340) all have full FMS. PRNAV too. The Q400, ATR, Dornier 328 have all full FMS as well.
Aircraft CAN have it yes, but far from all of them do. All ATRs and Saabs we handle on a daily basis are BRNAV only. We even have some A320 series pitching up without PRNAV, but they are often chartered stuff flying for weird airlines no one has heard of.
peter: As far as the "fly the overlay" is the easy way for ATC to guide you into the terminal area, as it saves them a lot (potentially) of verctoring. They still have to consider you "wandering off".
The way we shift BRNAV aircraft is to route them via the TMA STAR entry fix, and DCT another fix further into the TMA, then vectors from there. The feeder sectors will give that as standard, and it is in our LoA. Still means I have to consider them deviating from that track, and they do, whatever you might think.
As far as it being reckless designing procedures close together in PRNAV, even when we see some deviations: The point is that deviations from PRNAV A/C are very rare, and some freak deviations we have to expect, and react to tactically. The procedures are designed for the best strategic result.
As for Point Merge System, what do you want to know? It works well in many traffic situations, escpecially in high traffic load.
And I have first hand experience, as one of around 25 controllers in the world that use it with live traffic
Yes, it has drawbacks, and our procedures need some tweaking, because there are some things you can only find working real airplanes. Simulators cannot replicate everything, and thatīs the price for being "launch customer".
Point Merge is not for every airport, or every set of airspace.