Date: 201511
Local time of day: 1801-2400
Location: A80.TRACON, GA
Flight conditions: IMC
Weather elements / visibility: Turbulence; Thunderstorm; 4
Light: Night
Aircraft: Medium Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
Airspace: Class B ATL
ATC / advisory: TRACON A80
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Situational Awareness
Second reporter function: Captain; Pilot Flying
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Executed Go Around / Missed Approach
Contributing factors: Company Policy; Human Factors; Weather
Primary problem: Human Factors

Narrative: Captain was the Pilot Flying (PF) and First Officer was the Pilot Monitoring. We were told by the Final Approach Controller: 'Maintain 5000 feet until JAAJJ; cleared for the ILS PRM Runway 8L and maintain 180 knots until the marker'. Between JAAJJ and BAZAR and at 4000 feet MSL; the PF called for Landing Gear down and flaps 15 followed shortly thereafter by flaps 30 and slowed to final approach speed (148 knots). After passing BAZAR; the Tower Controller told us to maintain 180 knots until the marker. At that time; the PF sped up to only 158 knots; so as not to overspeed the flaps. Just prior to the marker (SCHEL); the Tower Controller cancelled our approach clearance; told us to turn 20 degrees left and climb to 4000 feet. When switching back to the Approach Controller; he asked us if there was a reason why we slowed early and didn't maintain 180 knots to the marker. I (PF) responded with 'Nope'. The PF thought that FOM/AOM procedures say we have to be fully configured and on speed by the marker and that ATL's clearance would have him violating that. I tried to tell him that's not procedure anymore and we just have to be stabilized at 1000 feet. However; I didn't feel like that was the appropriate time to discuss who was right; so I didn't do anything to try and make him speed up. I knew it wasn't safety related other than Company who was originally five miles behind and losing that spacing. I knew how strict ATL is with speed control due to the numerous RBFs and safety bulletins put out about this.


Second narrative: We were cleared for the ILS PRM 8L; and to maintain 180 knots to the marker. I heard the Flight Attendants say we had a Passenger up in the lav; and due to wanting to slow down on speed to be more controlled in the turbulence and thunderstorms; I slowed the aircraft down approx 2.5 miles before the marker. ATL Approach took us out of the sequence and we reentered the pattern for an uneventful second approach and landing.


Synopsis: While on the ATL ILS Precision Runway Monitor to Runway 8L; the Captain did not maintain the assigned speed to the outer marker so was instructed to go around just prior to the outer marker.