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After directional control has been recovered and the runway centerline has been regained:
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Pedal braking can be applied (autobrake was previously disarmed when taking over) in a symmetrical or differential manner, as required, and

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Reverse thrust can be reselected.

 

Effect of Braking
In a high crosswind, cross-controls may have to be maintained after touchdown to prevent the into-wind wing from lifting and to counteract the weathercock effect (some flight crew training manuals adequately state that the pilot should continue to fly the aircraft during the landing roll).
However, into-wind aileron decreases the lift on the into-wind wing, thus resulting in an increased load on the into-wind landing gear.
Because the friction force increases as higher loads are applied on the wheels and tires, the braking force increases on the into-wind landing gear, creating an additional tendency to turn into-wind, as illustrated by Figure 7.

Figure 7
Effect of Uneven MLG Loads on Braking

Flight Operations Briefing Notes
Crosswind Landings
When the runway contaminant is not evenly distributed, the antiskid system may release the brakes on one side only.
Note:

Recommendations about optimum braking techniques are given in the Flight Operations Briefing Note Optimum Use of Braking Devices.

VIII Factors Involved in Crosswind-Landing Incidents and Accidents
The following factors often are involved in crosswind-landing incidents and accidents:
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Failure to recognize changes in landing data over time (i.e., wind direction shift, wind velocity or gust increase)

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Reluctance to divert to an airport with less crosswind conditions

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Low visibility, that makes runway alignment at touchdown more difficult

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Lack of time to observe, evaluate and control the aircraft attitude and flight path in a highly dynamic situation
　
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