Stopping effort
Weido-salt, thanks for the vote of confidence, and I apologise to all if I allowed myself to get "off-thread", however I felt I had to respond in the way I did to a couple of comments made by others. I have only ever flown, as a F/E, on multi-engine aircraft which all had reverse capability. On none have I ever witnessed the non-use of reverse thrust, except for limiting it to symmetrically available. DW, the last company for whom I worked rarely used auto-brake, preferring instead to use full reverse and manual braking. Qantas indeed did teach 25 flap/idle reverse technique as the company preferred procedure. I note too that you have not noticed, or chosen to ignore, that the PF was the F/O who initiated the go-around and who had control of the aircraft taken from him, after the mains touched during the attempted go-around, by the Captain who decided to cancel the go-around and attempted to make it a full stop. It was the Captain who left the Number 1 thrust lever advanced and who also did not recognise the lack of auto-brake as a result of the thrust levers having been advanced by the F/O when he initiated the go-around. BTW, Boeing do not endorse the use of only reverse idle and only 25 flap as a SOP. This practice was born of noise abatement and passenger comfort considerations more than anything else. I know carbon brakes are different to steel discs, however regardless of type of brakes the use of reverse thrust to reduce speed and stopping distance is significant and, if available, should be used. As I previously noted, the facility is not put in place for no good reason.