Narrative:

I was training a trainee with very low hours on slc IFR classic east flow; a configuration that we do not do very often. The position was very new to the trainee; so we discussed several things that need to be done and happen on this configuration. We were about to begin a relief briefing when the incident happened. We were coordinating 2 west departures off of 10L with both 3LC and nlc. While this was happening; C90 punches in to our ear and says; 'send aircraft X around he slowed early.' I do not remember if he used a full call sign; regardless the trainee said; 'say again' and nothing was said. We noticed that aircraft Y had a large overtake on aircraft X in front of him. Aircraft X was on a 1 1/2-2 mile final at the time. I took the position over; and decided it was safer to send aircraft Y around over aircraft X on short final. This is what I have always been trained to do. I instructed aircraft Y to fly the localizer and maintain 2;500 ft. I talked with 3LC to advise I was going around on a 3 mile final. 3LC issued me a 220 at 4000 ft instruction for the missed approach. I instructed aircraft Y to turn right heading 220. No response. A second time I instructed aircraft Y to turn to a 220; no response. After the third try; aircraft Y responded and started turning heading 220. A departure off of 22L was turning to a 110 heading off the ground. The traffic on 22L did not turn immediately; forcing the 3LC controller to expedite his climb.there were several things I saw wrong with this scenario. The first and foremost; C90 should not be telling me who to send around in my airspace. We have always been taught; with the exception of an emergency; to send the trailing aircraft around. To tell us to send somebody around in our own airspace; and add the caveat that he 'slowed earlier than instructed;' which was also mentioned in the mor (mandatory occurrence report) that is a pilot deviation. Aircraft X slowed earlier than instructed; that is no fault to ATC; that is a pilot deviation. After I sent aircraft Y around and he did not respond to after the third time I tried issuing an instruction; that is a pilot deviation. Ord has a culture that does not hold pilots accountable for when they make mistakes. I notice it all the time working various positions in the tower; the 'whatever' attitude from pilots because they know they won't get in trouble. I understand that not everything needs to be escalated; but this scenario; in my opinion is different. To not be responding immediately to ATC during a missed approach instruction in IMC weather is not acceptable. In the mor; it clearly indicates that a pilot deviation occurred with aircraft X.

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Original NASA ASRS Text

Title: While coordinating departures; a C90 TRACON Controller told a Chicago Tower Instructor and trainee to send an aircraft around due to slowing. The Tower Instructor disagreed with the TRACON Controller and instead did what he felt prudent citing the fact that the TRACON should not be dictating what happens in the towers airspace.

Narrative: I was training a trainee with very low hours on SLC IFR Classic East Flow; a configuration that we do not do very often. The position was very new to the trainee; so we discussed several things that need to be done and happen on this configuration. We were about to begin a relief briefing when the incident happened. We were coordinating 2 west departures off of 10L with both 3LC and NLC. While this was happening; C90 punches in to our ear and says; 'send Aircraft X around he slowed early.' I do not remember if he used a full call sign; regardless the trainee said; 'say again' and nothing was said. We noticed that Aircraft Y had a large overtake on Aircraft X in front of him. Aircraft X was on a 1 1/2-2 mile final at the time. I took the position over; and decided it was safer to send Aircraft Y around over Aircraft X on short final. This is what I have always been trained to do. I instructed Aircraft Y to fly the localizer and maintain 2;500 ft. I talked with 3LC to advise I was going around on a 3 mile final. 3LC issued me a 220 at 4000 ft instruction for the missed approach. I instructed Aircraft Y to turn right heading 220. No response. A second time I instructed Aircraft Y to turn to a 220; no response. After the third try; Aircraft Y responded and started turning heading 220. A departure off of 22L was turning to a 110 heading off the ground. The traffic on 22L did not turn immediately; forcing the 3LC controller to expedite his climb.There were several things I saw wrong with this scenario. The first and foremost; C90 should not be telling me who to send around in my airspace. We have always been taught; with the exception of an emergency; to send the trailing aircraft around. To tell us to send somebody around in our own airspace; and add the caveat that he 'slowed earlier than instructed;' which was also mentioned in the MOR (Mandatory Occurrence Report) That is a pilot deviation. Aircraft X slowed earlier than instructed; that is no fault to ATC; that is a pilot deviation. After I sent Aircraft Y around and he did not respond to after the third time I tried issuing an instruction; that is a pilot deviation. ORD has a culture that does not hold pilots accountable for when they make mistakes. I notice it all the time working various positions in the tower; the 'whatever' attitude from pilots because they know they won't get in trouble. I understand that not everything needs to be escalated; but this scenario; in my opinion is different. To not be responding immediately to ATC during a missed approach instruction in IMC weather is not acceptable. In the MOR; it clearly indicates that a pilot deviation occurred with Aircraft X.

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.