Narrative:

While working the east final I was running ILS approaches. There was a bit of a headwind on final and I was assigning a speed of 170 knots to the final approach fix. This resulted in an observed groundspeed of 140 knots. I observed this for several aircraft prior to working aircraft X. After clearing aircraft X for the ILS I assigned 170 knots to the final approach fix which the pilot read back. As aircraft X crossed the fix I noticed a speed of 110 knots on the radar. I advised the trailing aircraft; aircraft Y; to reduce to final approach speed in order to maintain separation with aircraft X. Aircraft Y did not respond as they had already switched to the tower frequency. Subsequently; the rest of the aircraft that session all indicated 140 knots over the final approach fix; as had all aircraft prior to aircraft X; that were assigned 170 knots. The tower was unable to provide runway separation with aircraft X and aircraft Y and aircraft Y was instructed to execute a missed approach. Aircraft Y was then assigned runway 18R and flew out to a 20 mile final before they were able to return. The non-compliance with speeds to the final approach fix has become a recurring problem amongst the carrier fleet. It creates unnecessary vectoring and go-arounds at this airport thus reducing safety. If the carrier fleet is unable to comply with assigned speeds; ATC should be notified in order to provide adequate spacing between those aircraft and other aircraft in close proximity. If more than the faah 7110.65 required separation is required between the carrier fleet and the preceding arrival; ATC should also be notified.

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Original NASA ASRS Text

Title: Controller observed an aircraft not complying with its assigned speed on final approach. The following aircraft had to be sent around for resequencing. The reporter claimed this is a recurring problem with one particular airline.

Narrative: While working the east final I was running ILS approaches. There was a bit of a headwind on final and I was assigning a speed of 170 Knots to the final approach fix. This resulted in an observed groundspeed of 140 knots. I observed this for several aircraft prior to working Aircraft X. After clearing Aircraft X for the ILS I assigned 170 knots to the final approach fix which the pilot read back. As Aircraft X crossed the fix I noticed a speed of 110 knots on the radar. I advised the trailing aircraft; Aircraft Y; to reduce to final approach speed in order to maintain separation with Aircraft X. Aircraft Y did not respond as they had already switched to the tower frequency. Subsequently; the rest of the aircraft that session all indicated 140 knots over the final approach fix; as had all aircraft prior to Aircraft X; that were assigned 170 knots. The Tower was unable to provide runway separation with Aircraft X and Aircraft Y and Aircraft Y was instructed to execute a missed approach. Aircraft Y was then assigned RWY 18R and flew out to a 20 mile final before they were able to return. The non-compliance with speeds to the final approach fix has become a recurring problem amongst the carrier fleet. It creates unnecessary vectoring and go-arounds at this airport thus reducing safety. If the carrier fleet is unable to comply with assigned speeds; ATC should be notified in order to provide adequate spacing between those aircraft and other aircraft in close proximity. If more than the FAAH 7110.65 required separation is required between the carrier fleet and the preceding arrival; ATC should also be notified.

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.