BRAKING and READING
The question of BOAC in post 1916 is interesting because it shows how difficult communication really is at all levels.
The post of ELAC, that BOAC refers to, mentions that on very short runways, manual braking is "envisaged". The question of BOAC seems to imply that this term means that autobraking is not to be used.
NOT SO! There is every reason to set the heaviest practical autobrake level (but Airbus states that MAX should not be used for landing), but then to try to manually win from the autobrakesystem by applying brakes quicker and harder. The "footshuffle" that BOAC mentions, probably leads to the practical result that autobrake applies brakes quicker, but pilot then counters with heavier brake pressure than autobrake would have given (don't managers call that a win-win situation?)
The reading but perhaps not fully understanding of what is written can be observed more often in the postings - I can recall from a long way back that a B-757 driver quoted his FCOM as stating the thrust leverS have to be in idle before the reverse leverS can be raised. He did not quote however a paragraph from a few pages earlier stating that each engine has its' INDIVIDUAL CONTROL (= thrust lever) on the flight deck. (individual means independant of each other).