Small Transport; Low Wing; 2 Turboprop Eng
Air Traffic Control Fully Certified
Air Traffic Control Time Certified In Pos 1 (yrs) 1
Distraction; Communication Breakdown; Confusion
ATC Issue All Types; Conflict Airborne Conflict; Deviation - Speed All Types; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Inflight Event / Encounter Unstabilized Approach
Air Traffic Control Separated Traffic
Human Factors; Procedure
While working final G scope I received Aircraft X on a downwind west of MCO.  I coordinated with ARM to 'Go Low' and to stagger off of his traffic.  Aircraft Y was 3.6 miles ahead of Aircraft X when the turn and approach clearance was issued.  Traffic behind Aircraft Y going to Runway 17L was no factor since ARM kept the aircraft above Aircraft X.  When Aircraft X was issued the approach clearance he was instructed to maintain a safe altitude until established on the final approach course.  I observed the aircraft go through the final and keep descending.  I also observed an increase of speed to in excess of 220 knots 5 miles north of MCO. Realizing this was not a stable approach I canceled his approach clearance and told him to climb to 3;000 feet and turn right heading 270.  I issued this instruction several times.  The loss of separation happened after he was told to break off the approach and to climb and turn.  After I brought Aircraft X to a downwind; I stated; 'Expect direct HABRA with your approach clearance.'  I subsequently turned his base leg.  Several seconds later I turned him direct HABRA and told him to maintain 4;000 feet.  A heavy aircraft was on established at 3;000 feet on final for 17L.  I observed him not making the turn so I instructed him to turn right heading 180 when able direct HABRA to join the final approach course. I asked him if he was able to make an RNAV approach to which he replied yes.  I observed him east of the final approach course and not turning to HABRA.  When he was due east of HABRA I told him I would not be able to clear him for the approach since he was not established.  He then reported the airport in sight.  I instructed him to maintain 2;500 feet until south of COBOP and cleared him for the visual approach.  He did not read back the restriction so I reissued it and had him read it back. The closest the aircraft came to each other was 2.68 miles and 400 feet.I do not know what recommendation I could make for myself.  I could have broken him out a little sooner or realized he was behind the airplane and given him a longer downwind; but even after re-sequencing him and giving him a longer downwind he was not able to execute the approach properly.  I am open to any input or suggestions.
F11 Approach Controller reports of an aircraft not flying his given instructions/clearance in a timely manner which caused an operational error with another arrival.