Is that really what your company suggests?
If it is SOP do you mind telling us what airline?

So, lets put a lot of energy into the brakes when they are least effective...

We had some 777 crews trash tires, brakes, and axles using max brakes on single engine landings. Totally unnecessary, especially on 12,000' of pavement.

Skyjob,
What aircraft do you fly??
The b737 all flaps up landing is vref +55 kts.(this time i checked,i was off 5 kts i give you that ..
Flying apple,
Damn and you get hot brakes for no reason:ugh:
The speed additive above vref in the normal gives you a quite accurate landing distance...this gives a good idea of your landing distance and allow to chose an AB setting CONSISTENT with the runway lengh.
The non normal gives you a distance if runway is limited and how much you can achieve not the only way to brake.
Sometimes i really wonder what you are doing in an aircraft.
Flyingchanges,
Exactly...same type of people writing here.

I hope more people were braver then,if thinking and professional is your definition of being brave.
Again all flaps up is vref 40+55kts.
Any idea how Auto brakes work?:ugh:

As per our QRH, reference to Autobrakes is at the discretion of the flight crew.

This comes out of our FCTM in the general NNC handling part

In the part specific for all flaps up landing they talk about AB being consistent with the runway, which in my opinion is dealt with by using manual braking.
It seems more logical to brake faster in the beginning and decreasing brake pressure when you are sure you can make it then it is to slam on the brakes in the end because something went wrong

I fly for a big european company

If you habe no idea of your landing distance or runway limited yes.
If you want to use the extra runway to reduce the potential issue of your tires delflating as you stop,initially use an AB lower when at high speed (distance checked ok with ab2 and speed increment)as speed is the biggest factor in hot brakes and when the sppeed goes below a certain value( about 150 kts) select higher AB(ie 3).

If you are runway limited and nowhere else to go,and manual braking distance is what you have the yes PLEASE set AB MAX (it will quick in faster than you can lift your feet)then as soon as possible (physically) apply max manual braking.

Your autobrake will modulate the braking action better than yourself.

Now, with a 12000' rwy, I do not see the reason to get your wheels on fire, either with max manual, or max autobrake.

You can always override, and brake in function of the remaining runway. That is what one does with normal landings anyway, no?

Judgement does not come straight out of a reference book.

Agree. If runway performance limited for all flaps up then immediate full reverse on touch down and autobrake MAX but be ready to apply full manual braking if you need more braking than MAX autobrake. Be prepared for red hot brakes once you have stopped on the runway and ask ATC for a tow rather than attempt to taxi with possible brake fire.

On the other hand, if the runway is not limited in any way, then do not use autobrakes and providing full reverse is used immediately on main wheel touch down there may be no need to use any brakes at all, since the spoilers are much more effective at high speed to decelerate, as is reverse. In other words, use careful judgement and energy management and even with a 8000 ft length runway dry sea level, you should not need to apply brakes until around 80 knots. If no float and accurate touchdown point at 185 knots touch down speed, let the spoilers and reverse do their job losing about 100 knots of energy before falling back on manual braking. That means relatively cool brakes to taxi with.

Simply calculate the landing distances with the different auto brake settings and then choose the most fitting one with a little wiggle room (well, there's the 20% factor anyway). After all, it's just a click of a button for each calculation.