piratepete, why should you think that something is wrong?
Not just because the 76 differs from the 75, which probably has a different brake heat pack and thus different energy capacity for a landing which itself has different energy characteristics (wt, speed).
If there is a difference between aircraft of the same type, wt, etc, then ask why. But all else being equal it might not be surprising to have hot, but not necessarily over-temp brakes in the conditions described.
Heed PA’s caution. Before ‘experimenting’ ensure that you consider the many issues involved in landing in such conditions.
As an example, reverse is more effective at high speed, thus use all of it early. With autobrake, the brakes carry more of the stopping burden at lower speed; if you require more brake before that, go to manual. See
Figs 3 – 4.
During a high energy landing, if you think that you can solve problems later, you will invariably be wrong.
Also, when using reverse and autobrake together you can get a false sense of the runway conditions. If the autobrake decel level is met by thrust reverse, then the brake demand is reduced; it is only when reverse is cancelled that a clear picture emerges – often too late. The principles are in
flightops, flyingtechnique “Landing on Slippery Runways”.
The runway doesn’t have to be wet to have problems. At high altitude airports – dry atmosphere, there can be a significant dust covering which may reduce runway friction.
In addition to confirming that the required landing distance is available for the weight, check the margin from the maximum weight allowed. The margin gives an indication of how much braking will be required.
Aiming to use the full length near max landing wt is equivalent to giving up the landing distance safety margin (1.67 / 1.92) and thus the flexibility required to deal with the variability in normal landings. Thus you must approach and land at the correct speed, touchdown in the correct position, timely selection of reverse, spoilers, correct use of brakes, etc.
It only takes a small ‘experimental’ error to end up with soggy cereal – often found off the end of runways !
How to mitigate the ‘problem’ – don’t land downwind. In the extreme conditions described, tailwinds result in relatively much higher groundspeeds – hence high energy (V squared) – hot brakes.
Also, beware of wind measurement and reporting inaccuracies; even a small error (10%) in tailwind gives a significant difference in energy and stopping distance. IRS wind values are 'smoothed' - thus may not be sufficiently accurate for landing.
Landing into wind maximises the safety margin and minimises energy - heat into the brakes - economics.