FWIW, that isn't a hard speed requirement. It says "expect" which is not the same as "required". It basically means to expect that speed at that fix, but it does not preclude ATC from assigning a higher or lower speed or prevent the PIC from using a slower speed because of weather, etc.
If it was a "do 250K or greater", it would have the 250 underlined. Or if it was "exactly 250K" it would have a line above and below the 250. Otherwise, it is an advisory speed and as the STAR says, it is for planning information. Basically so that the pilots can go ahead and start slowing down in preparation for that speed or slower.
OK, here goes....yes the 250 was "expect". However, in Part 121 operations manuals(which become FAR's by defacto) it states in a decent you should maintain best forward airspeed when transitioning from Mach number.(Vmo is about 310 knots in the transition and gets faster as you descend) UNLESS otherwise directed by ATC or for operational considerations...thats because when folks slow down 70 miles out thats when ground stops are issued and no one likes those(ie. jet blue should have been going fast). soooooo, to deviate from that falls under "Required reports to ATC" one of which is a change in planned airspeed of 10kts or 5%. ...as a note, no restriction ever prevents slowing to Va for weather, but you MUST report it.
....that is why JB screwed up and ATC got pissed. I guess i could have been more specific in my first post, but a person really needs to experience the job to understand everything that is happening.
So to put it to bed, here is what most likely happened. Who ever was flying this leg was probably a recent upgrade from the airbus which has auto-throttles and this was probably a EMB190 that does not have AT. They were in the decent to FL190 and when to autopilot leveled the jet, the pilot being use to auto-throttles did not reset the power for level flight and the aircraft decelerated. Not unheard of when auto-throttles are MEL'd on aircraft so equipped. there is absolutely no good reason the crew would intentionally set auto-throttles(if they had them) that slow at that phase of flight(unless atc told them to) in the absence of moderate or greater turbulence.
I guess the guys in Atlanta must be different, because I've heard a number of mistakes listening to chatter with approach and center, but I've never heard anyone lose their cool like that. Frustration? Of course. But I've never heard a controller brow beat someone over the radio because of miscommunication or a minor pilot deviation. It just doesn't accomplish anything.
Actually it does....everyone up there knows you better have your brief done, know the ATIS code and have all your S**T in one sock before you call up Chicago approach...you just have to be up front to feel the tension.
Atlanta, while neck and neck with O'Hare for most operations, has all its runways in parallel, has no other major airports nearby and the weather is less dynamic then other places. With out question, the most intense airspace in the world to fly in is Chicago Approach Control during hazy VMC. Even more intimidating is O'Hare Ground control/taxiing at O'Hare(don't ever come to a stop on a taxiway!!!!!) La Guardia is a close second.