Into JFK on the 744 pretty much all pilots will use max Flap (30) and Autobrake 4 due to the short runways. (Anything below 2500m is short!) That gives a vRef +5 of around 140kts on final.
In Europe the speed control is generally 220 or min clean (~230kts for 744) until base then 180kts to 7 or 8, then 160 to 4 where you slow to final speed. On a still air day at high weight the last one can be problematic. To achieve it you have to fully configure for landing then reduce the selected speed as late as you dare approaching 4 miles in the hope that the speed will be within SAC by the time you hit 1000'RA.
I have noticed at many large American airports the speed control is rather 'loose' in that you reduce to 250 by 10,000' but the next call is on base leg to come back to 190-210. This is guaranteed to have any 747 pilot shuffling on his seat in discomfort and consequently we are asking to slow down before that. I have also noticed an American trend to do all their ATC at 2000', ie you descend everybody into the pattern at 2000' and then start vectoring them around. That's fine for small aircraft who can slow down quickly but intercepting the ILS G/S from only 2000' means you need to be fully configured for landing flying level at 2000' with the power up to overcome the gear/flap drag. That is also a recipe for an unstable approach, let alone the noise footprint it leaves. In USA they are not big on CDAs.