At Terminal Control we can select both IAS and groundspeed as required, and we are constantly monitoring the radar for any catch up, so I don't see this as a particular issue.
You obviously don't do LL FIN!
It can and does compromise final approach spacing/wake turbulence separation.
The trouble is (from a FIN pov) you don't know exactly what the aircraft is going to do until it does it, it might have the effect of speeding up or slowing down relative to what the aircraft in front or behind is doing.
If FIN says IAS 160 to 4 and the aircraft automatics dictate something different as they want to fly relative to ground speed, then FIN should be absolved if there are any upsets.
If it causes the aircraft to increase speed inside 4 dme, as seems to be the case as well, then the subsequent missed approach shouldn't be down to FIN either.
It's when it's windy and we're trying to do the bare minimum spacing to keep the landing rate up that speed variations can be most apparent. The speed consistency that is required for minimum spacing isn't conducive to having an unknown variable thrown into the mix, though I of course appreciate the rationale/protection behind it.