Not sure exactly how to answer this. I’ll throw out some thoughts and observations I see.
I do these arrivals very regularly. I haven’t heard of any violations on the CLT STARs for speed.
Some folks slow too soon though, and cause traffic behind them to bunch up. Some folks don’t slow until they cross the fix, which is also wrong.
When you get close to a speed reduction fix, start slowing so you cross the fix at the designated speed. Start slowing about a mile out per each ten knots you need to lose if level, maybe 1.5 miles per ten knots if you are descending. If you have a strong tailwind, modify those distances a bit longer.
So don’t slow from 270 to 250 ten miles from the fix, because it screws up traffic behind you. Do it 2-3 miles from the fix if you need to lose 20-30 knots.
Don’t wait until you hit a designated speed restriction fix and then slow, unless ATL or CLT specifically tells you yo do that. Which they sometimes do.
So a couple examples:
If ATC tells you “descend via the FILPZ3, except maintain 300 kts to FILPZ, then fly published speeds” then keep 300 to FILPZ and then slow to 250 once you hit FILPZ.
If ATC tells you “descend via the FILPZ4, except maintain 300 knots and published speeds at FILPZ”, then maintain 300 until about five miles from FILPZ, then start slowing so you cross FILPZ at 250, the published speed.
Here is something I suspect might get someone a violation: too fast or high at the 210 knots fixes late in the arrivals. People screw that up fairly often.
Example: If you are eastbound on the FILPZ, PARQR, or BANKR arrivals, be careful if you get a tailwind component above about 40-50 knots below 15,000 feet. Depending on your aircraft, you can run into trouble slowing down to 210 at CEDOX or CHELE (whichever is on your arrival) if you have too much tailwind out of the west. Pay attention and maybe think about starting down sooner, maybe before the FMS calculated top of descent (respecting the altitude gates) in the arrival so you can descend at a lower rate (V speed) and be able to slow. Getting yourself into the situation of following your computer V speed guidance, when a strong tailwind gets the computer into a high descent rate such that your aircraft can’t slow to 210 knots due to that descent rate, will result in you crossing on altitude but too fast, or on speed but too high. If you let the computer VNAV itself into a steep descent rate with a strong tailwind, and wait too long to notice or try to change that, you may run out of options as even idle / full spoilers / speed brakes / etc won’t help you if you are descending 3000 fpm in VNAV when your plane normally does about 1200 fpm at 210 knots at idle, clean, with no tailwind.
If you don’t notice it is happening and don’t at least let ATC know or ask them if they want the speed or the altitude, you might expect a phone number. But if you pay attention and notice the situation developing, you can at least ask ATC for help before it’s a problem, or even better, do something like descending earlier (which would make it easier to slow once you get closer to the fix) to eliminate / prevent the problem.
Incidentally, over the last few months it seems ATC aroud CLT knows the jets have trouble performing the OPD STARs with strong west tailwinds, and often they just give simple descents and vectors, and slow to X knots once you level off at Y altitude, rather than keep us on the arrival.
You have to know what your plane can do, what things you can do to correct it, and NOTICE when you need to do something to correct a VNAV mode that is having trouble with a tailwind.
Maybe it's the ex-freight dog in me, but 1/2 mile outside the marker is plenty of room to be stable. 
