A sincere thanks for responding positively.
The two aircraft involved were both B744, one UK based, the other Far Eastern. The UK based one was indicating 145kts at 6nm from touchdown having been given 160kts to 4. The other was indicating 160kts at 9nm having been given 180kts. (As a rule I always slow from 180kts to 160 kts at 8nm [7nm for medium types] unless there is a very strong headwind, as there was last night.)
Later last night, a B757 who had advised me he would be 122kts inside 4nm was still indicating 190kts at 6nm having been given 180kts shortly after leaving BNN; that is some 20nm after being given the speed instruction! Believing he was going to be slow, I had tucked him up slightly tight behind the preceeding and was then embarrassed to find him 2.5nm behind at +30kts! It reduced to 2nm which is the bare minimum before I am unpplugged by the GS.
The issue here is not the particular speed you need to fly, it is that we must know if you are having difficulty complying promptly. The alternative is that we add .5nm to every gap to protect ourselves and then you will spend much more time going around in circles, burning expensive fuel.
MATZP:
I have only recently become aware of how slippery the 319 is; I now look out for them as a matter of course and give 160kts a little earlier. I also tend to give the B757s 160kts to 5nm and make a spacing allowance for the difference. Would that assist the 319s too?
.4