Narrative:

I was working prm-a; responsible for monitoring arrivals to runway 10. Weather was low; tower vis M1/4SM; RVR's around 2000 feet. I saw aircraft X had slowed 30 knots slower than other aircraft on final outside zmann. I asked aircraft X when he was over zmann what his indicated airspeed was; and aircraft X advised he had slowed to 141 knots prior to the FAF. I started to ask why he slowed early; but didn't want to get into a discussion on the frequency with the weather as bad as it was. I had to slow the next aircraft early to ensure separation. Trailing aircraft had gone around twice; and my assumption was this was going to be his last attempt before diverting. I reported the incident to the flm (front line manager) who was working the OM position. He advised me he couldn't do anything about it; that a report was the best place to report it. The aircraft slowed early; disregarding an ATC clearance. In my book; that's a pilot deviation. The flm refused to pursue it. 'Pull him out' was the advice given to me. With the weather as crappy and low as it was; a go-around inside the marker with low ceilings and no visibility was a dangerous option in my book. When aircraft X company was first flying into atl; they met with our facility management. We told them how we 'do things' in atlanta as an introduction to our facility. One thing we do often is assign 180 knots to the FAF. Aircraft X company advised they were going to only be able to do 170 knots. Aircraft X company was told to 'do the best they could'; {wink; wink}. From that meeting; we now have a big problem with many aircraft X company aircraft slowing to whatever speed they want as they approach the marker (even if that speed is 170 knots assigned or slower). This unwritten rule must be put into writing so we know; exactly; what to expect from aircraft X company aircraft and we are able to plan accordingly.I believe aircraft X was assigned 160 knots (could've been 170) to the FAF; this is outside the scope of the unwritten {wink; wink} 'agreement' made with the facility management. This aircraft slowed early; caused the potential go-around of another aircraft; who in this case had made two unsuccessful approaches already; I reported it; and it was blown off. It's past time to put aircraft X company airlines on notice that there will be no more deviating from clearances. The 'wink; wink' is being taken way too far and is causing us problems. Next time; perhaps pulling an aircraft at low speed off the final during horrible weather will be a better option. Many controllers are getting sick of reporting deviations and the flm's ignoring them and doing nothing about it; or them being reported and aircraft X company pilots ignoring requests to call even if issued the brasher warning.advise aircraft X company that effective immediately; speeds assigned to the marker/FAF shall be complied with. If deviation from the clearance is needed; the crew should advise the controller for an alternate course of action. Aircraft X company should be advised that in atlanta; we use our runways very efficiently. A request for a slower speed when in sequence with (sometimes many) other aircraft may result in being pulled off the final and re-sequenced.any unwritten or 'wink; wink' rules previously agreed to with A80 management are immediately null and void.deviations of clearances shall be handled the same way all other deviations are handled with other airlines/users. Aircraft X company shall no longer be afforded a 'get out of jail free' card when they knowingly disregard an air traffic clearance.

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Original NASA ASRS Text

Title: A80 Controller reports of an aircraft slowing on final prior to the FAF; reporting it to the Front Line Manager (FLM); and the FLM not doing anything about it. Reporter then goes on to tell this is happening all the time with this one company and nothing is being done about it. Weather is a factor on final.

Narrative: I was working PRM-A; responsible for monitoring arrivals to runway 10. Weather was low; tower vis M1/4SM; RVR's around 2000 feet. I saw Aircraft X had slowed 30 knots slower than other aircraft on final outside ZMANN. I asked Aircraft X when he was over ZMANN what his indicated airspeed was; and Aircraft X advised he had slowed to 141 knots prior to the FAF. I started to ask why he slowed early; but didn't want to get into a discussion on the frequency with the weather as bad as it was. I had to slow the next aircraft early to ensure separation. Trailing aircraft had gone around twice; and my assumption was this was going to be his last attempt before diverting. I reported the incident to the FLM (Front Line Manager) who was working the OM position. He advised me he couldn't do anything about it; that a report was the best place to report it. The aircraft slowed early; disregarding an ATC clearance. In my book; that's a pilot deviation. The FLM refused to pursue it. 'Pull him out' was the advice given to me. With the weather as crappy and low as it was; a go-around inside the marker with low ceilings and no visibility was a dangerous option in my book. When Aircraft X Company was first flying into ATL; they met with our facility management. We told them how we 'do things' in Atlanta as an introduction to our facility. One thing we do often is assign 180 knots to the FAF. Aircraft X Company advised they were going to only be able to do 170 knots. Aircraft X Company was told to 'do the best they could'; {wink; wink}. From that meeting; we now have a big problem with many Aircraft X Company aircraft slowing to whatever speed they want as they approach the marker (even if that speed is 170 knots assigned or slower). This unwritten rule must be put into writing so we know; exactly; what to expect from Aircraft X Company aircraft and we are able to plan accordingly.I believe Aircraft X was assigned 160 knots (could've been 170) to the FAF; this is outside the scope of the unwritten {wink; wink} 'agreement' made with the facility management. This aircraft slowed early; caused the potential go-around of another aircraft; who in this case had made two unsuccessful approaches already; I reported it; and it was blown off. It's past time to put Aircraft X Company airlines on notice that there will be no more deviating from clearances. The 'wink; wink' is being taken way too far and is causing us problems. Next time; perhaps pulling an aircraft at low speed off the final during horrible weather will be a better option. Many controllers are getting sick of reporting deviations and the FLM's ignoring them and doing nothing about it; or them being reported and Aircraft X company pilots ignoring requests to call even if issued the Brasher warning.Advise Aircraft X Company that effective immediately; speeds assigned to the marker/FAF shall be complied with. If deviation from the clearance is needed; the crew should advise the controller for an alternate course of action. Aircraft X Company should be advised that in Atlanta; we use our runways very efficiently. A request for a slower speed when in sequence with (sometimes many) other aircraft may result in being pulled off the final and re-sequenced.Any unwritten or 'wink; wink' rules previously agreed to with A80 management are immediately null and void.Deviations of clearances shall be handled the same way all other deviations are handled with other airlines/users. Aircraft X Company shall no longer be afforded a 'get out of jail free' card when they knowingly disregard an air traffic clearance.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.