Narrative:

I was training my developmental on local control. Winds were 05019g31. With peak winds gusting around 34 knots. Runways 02 and runway 05. The developmental got an automatic hand-off from sector 9; approach control; aircraft X; on a 9 mile final; near the tebbs fix (final approach fix) on a visual approach; flying VFR; out of 5500'; descending on a straight in runway 02; showing 100 knots on the ogg's local's radar tcw (tower controller work display). This was the first arrival to runway 02. There was no other aircraft from approach control at this time. After a few minutes have passed by. Then aircraft Y; popped up southwest of tebbs fix; about 13 DME from ogg 204R; about a 13 mile final for runway 2. Aircraft Y was showing a 260 knots; compared to the aircraft X's; now approaching the nowak fix; about 4-5 mile to runway 02. Aircraft X; was now still descending out of 4000'; still showing 100knots. This sequence was never going to workaircraft Y is a large jet. Aircraft X is still showing 100 knots; and is a small fixed wing compared to the large jet;(not to mention the jet is showing 260 knots; in class C's outer ring; where the hand off was made. So my trainee; recognizes the developing situation and the trainee takes appropriate action and changes aircraft X; to enter a right base to runway 05; to then be west of the runway 02 centerline; and would be out of the way for the incoming aircraft Y. This was good for the training for the developmental to recognize the situation and take appropriate action. We didn't understand how our approach control that is handled by hcf (honolulu control facility) sector 9; maui approach; would give us aircraft Y; showing 260knots; to be #2; after aircraft X; still descending out of 4000'; showing 100knots; while aircraft Y; was lower; at 3000'; looking for aircraft X. This was unbelievable from my experience as on the job training instructor (ojti). Not to mention; my front line manager (flm) was there working our cab coordinator for the trainee and our flm was also flabbergasted by this hand off that approach control gave to the tower.we still do not have had any coordination prior to the hand off; and after the hand offthere was no communication and no coordination. So; the trainee solved the problem; however; we were taken a back that the approach controller thought that was going to work. We still need same runway separation. And the speeds with aircraft Y; compressing on a small fixed wing; aircraft X; showing 100knots; and the winds were gusting; we all recognized; that is was a unsafe situation. Not to mention; the approach sequence was never going to work. I recommend that approach control assigns speed control to jets; below 10K; and with 7110.65 in compliance with cfrs; fars; etc.; aircraft speeds in class C surface area. I also recommend that approach control assign speeds to jets with their approach clearance entering class C and to help with maintaining the approach sequence integrity.

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Original NASA ASRS Text

Title: Maui Tower Controller reported that the Center gave them a bad sequence that would not work due to speeds.

Narrative: I was training my Developmental on Local Control. Winds were 05019G31. With Peak Winds gusting around 34 knots. Runways 02 and Runway 05. The Developmental got an automatic hand-off from Sector 9; Approach Control; Aircraft X; on a 9 mile final; near the TEBBS fix (final approach fix) on a Visual Approach; flying VFR; out of 5500'; descending on a straight in Runway 02; showing 100 knots on the OGG's Local's Radar TCW (Tower Controller Work display). This was the first arrival to Runway 02. There was no other aircraft from Approach Control at this time. After a few minutes have passed by. Then Aircraft Y; popped up southwest of TEBBS fix; about 13 DME from OGG 204R; about a 13 mile final for Runway 2. Aircraft Y was showing a 260 knots; compared to the Aircraft X's; now approaching the NOWAK fix; about 4-5 mile to Runway 02. Aircraft X; was now still descending out of 4000'; still showing 100knots. This sequence was never going to workAircraft Y is a Large Jet. Aircraft X is still showing 100 knots; and is a small fixed wing compared to the Large Jet;(Not to mention the Jet is showing 260 knots; in Class C's Outer Ring; where the hand off was made. So my Trainee; recognizes the developing situation and the Trainee takes appropriate action and changes Aircraft X; to enter a Right Base to Runway 05; to then be west of the Runway 02 Centerline; and would be out of the way for the incoming Aircraft Y. This was good for the training for the developmental to recognize the situation and take appropriate action. We didn't understand how our Approach Control that is handled by HCF (Honolulu Control Facility) Sector 9; Maui Approach; would give us Aircraft Y; showing 260knots; to be #2; after Aircraft X; still descending out of 4000'; showing 100knots; while Aircraft Y; was lower; at 3000'; looking for Aircraft X. This was unbelievable from my experience as On the Job Training Instructor (OJTI). Not to mention; my Front Line Manager (FLM) was there working our Cab Coordinator for the trainee and our FLM was also flabbergasted by this hand off that Approach Control gave to the Tower.We still do not have had any coordination prior to the hand off; and after the hand offThere was no communication and no coordination. so; the trainee solved the problem; however; we were taken a back that the Approach Controller thought that was going to work. We still need same runway separation. And the speeds with Aircraft Y; compressing on a small fixed wing; Aircraft X; showing 100knots; and the winds were gusting; we all recognized; that is was a unsafe situation. Not to mention; the approach sequence was never going to work. I recommend that Approach Control Assigns Speed Control to Jets; Below 10K; and with 7110.65 in compliance with CFRs; FARs; etc.; aircraft speeds in Class C Surface Area. I also recommend that Approach control assign speeds to jets with their approach clearance entering Class C and to help with maintaining the approach sequence integrity.

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.