Low available braking coefficient of friction on extremely slippery runways at high speeds may be interpreted as a total antiskid failure. Pumping the brakes or turning off the antiskid degrades braking effectiveness. Maintain steadily increasing brake pressure, allowing the antiskid system to function at its optimum.
Although immediate braking is desired, manual braking techniques normally involve a four to five second delay between main gear touchdown and brake pedal application even when actual conditions reflect the need for a more rapid initiation of braking. This delayed braking can result in the loss of 800 to 1,000 feet of runway. Directional control requirements for crosswind conditions and low visibility may further increase the delays. Distractions arising from a malfunctioning reverser system can also result in delayed manual braking application.
Braking with Antiskid Inoperative
When the antiskid system is inoperative, the following techniques apply:
. 
ensure that the nose wheel is on the ground and the speedbrakes extended
before applying the brakes

. 
initiate wheel braking using very light pedal pressure and increase
pressure as ground speed decreases

. 
apply steady pressure and DO NOT PUMP the pedals.

Antiskid-off braking requires even greater care during lightweight landings.
Carbon Brake Life
Brake wear is primarily dependent upon the number of brake applications. For example, one firm brake application causes less wear than several light applications. Continuous light applications of the brakes to keep the airplane from accelerating over a long period of time (riding the brakes) to maintain a constant taxi speed produces more wear than proper brake application.
During taxi, proper braking should involve applying brakes to decelerate the airplane, releasing the brakes when the lower speed is attained and allowing the airplane to accelerate, then repeating.
During landing, one hard, high energy, long-duration brake application produces the same amount of wear as a light, low-energy, short application. This is different from steel brakes that wear as a function of the energy input during the stop.
Brake Cooling
A series of taxi-back or stop and go landings without additional in-flight brake cooling can cause excessive brake temperatures. The energy absorbed by the brakes from each landing is cumulative.
Extending the gear a few minutes early in the approach normally provides sufficient cooling for a landing. Total in-flight cooling time can be determined from the Performance Inflight section of the QRH.
The optional brake temperature monitoring system may be used for additional flight crew guidance in assessing brake energy absorption. This system indicates a stabilized value approximately fifteen minutes after brake energy absorption. Therefore, an immediate or reliable indication of tire or hydraulic fluid fire, wheel bearing problems, or wheel fracture is not available. The brake temperature monitor readings may vary between brakes during normal braking operations.
Note: Brake energy data provided in the QRH should be used to identify potential overheat situations.
To minimize brake temperature build-up:
.
for airplanes without operative brake temperature monitoring systems:

If the last ground time plus present flight time is less than 90 minutes, extend the landing gear 5 minutes early or 7 minutes prior to landing

.
for airplanes with operating brake temperature monitoring systems:

Extend the landing gear approximately one minute early for each unit of brake temperature above normal.
Close adherence to recommended landing rollout procedures ensures minimum brake temperature build up.

Reverse Thrust Operation
Awareness of the position of the forward and reverse thrust levers must be maintained during the landing phase. Improper seat position as well as long sleeved apparel may cause inadvertent advancement of the forward thrust levers, preventing movement of the reverse thrust levers.
The position of the hand should be comfortable, permit easy access to the autothrottle disconnect switch, and allow control of all thrust levers, forward and reverse, through full range of motion.
Note: Reverse thrust always reduces the “brake only” stopping distance, brake and tire wear. Reverse thrust is most effective at high speeds.
After touchdown, with the thrust levers at idle, rapidly raise the reverse thrust levers up and aft to the interlock position, then apply reverse thrust as required. The PNF should monitor engine operating limits and call out any engine operational limits being approached or exceeded, any thrust reverser failure, or any other abnormalities.

Maintain reverse thrust as required, up to maximum, until the airspeed approaches 60 knots. At this point start reducing the reverse thrust so that the reverse thrust levers are moving down at a rate commensurate with the deceleration rate of the airplane. The thrust levers should be positioned to reverse idle by taxi speed, then to full down after the engines have decelerated to idle. The PNF should call out 60 knots to assist the pilot flying in scheduling the reverse thrust. The PNF should also call out any inadvertent selection of forward thrust as reverse thrust is cancelled. If an engine surges during reverse thrust operation, quickly select reverse idle on all engines.
　
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