The original (1st edition) Handling the Big Jets from D.P. Davies was published with the 707 as the subject airplane, and numerous notes about the Trident aircraft. The third and last edition included additional chapters on the subject of the 747 classic models.
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Use of reversers on the 727 had the inconvenience of "blanking" the tail surfaces, particularly the rudder surfaces if aerodynamic directional control was required. The nose had a very slight tendency of "coming up" when full reverse was used before putting the nose wheel on the ground, to compensate.
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The "US Air Force" technique of keeping the nose high after landing to slow the airplane is due to the fact that air force planes do not have reversers. All they have, are wheel brakes, spoilers, drag chutes and using aerodynamic braking is just additional drag for them.
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Of course you kids do not remember the Caravelle which had NO reversers up to the model SE210-6N. These gentlemen always used "aerodynamic braking" to assist their brakes and spoilers. Yes, they had drag chute as well, but to deploy one required efforts to retrieve it after its use.
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I say with a smile, that I got my nose chewed by many captains and/or instructor pilots in my young days because I almost always use aerodynamic braking, and keeping the nose high to somewhat low speed... The guys always told me "one day, you will hit the tail"... Well, 35 years later, with some 1000 landings with aerodynamic braking, even includes the stretched DC8s... I have yet to hit that tail... My last landing in a 747 will be next month, for retirement, and I will make a last one...!
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My flying is quite poor, but my landings are smoother/softer than most of yours.
Airline passengers know nothing about what a good landing is. But they love MY landings.
Happy contrails