Did you brake hard anytime in your flying career?
 

Not braking hard and taking the next turn off is the ground equivalent of going around. It must be considered.

Post #6 by 411A is an example of what you are asking.

https://www.pprune.org/tech-log/399535-boeing-707-stopping-distance-all-engines-v1.html

Now my decision on hard braking...off RWY at the next turnoff then, except in an emergency, of course

What you feel about it is good learning and you already know the answer. Accepting such clearances is conditional. That's why the call LANDING was changed to CONTINUE as a gentle reminder you don't have to.

Do you know how that happened? I aim to use consistent braking for passenger comfort but I am secure in the knowledge that should it be required, I can use full braking and max reverse without injury to the occupants or damage to the aircraft, if I have been told the cabin is secure.

I agree with the other posters that if it looks like you'll miss an exit (all of us do from time to time) then go for the next one rather than standing on the brakes. For runway occupancy, the worst scenario is to brake down to a low speed, miss the exit then trundle to one further down.

These days I tend to use an auto brake setting that will definitely stop me at or before my chosen exit, then reduce it later in the roll. As a passenger, it feels like something has gone wrong if braking levels increase during the rollout or become jerky.

Out of curiosity, how did the cabin crew get injured ?

Unless the Cabin Crew was injured by something flying....she should've been in the alert position, feet on floor and sitting on hands, head against headrest. Something odd there.

That you are obviously concerned about it is a good thing. You have learned something, you won't do it again, you'll tell the stories in the bar and anyone who talks to you will have that in the back of their mind when they stomp on the brakes next to make a turnoff.

Sounds to me like you've made that up...

sounds like it was on a taxiway not during roll out

well it says turn left 'on a taxiway', not left 'onto' a taxiway ... anyway could be down to personal interpretation

I was also under the impression that he was referring to the landing roll.

Did you brake as hard as Capt Roger Victor,? ? ��

JetJock330 :}

Basic landing preparation:

- calculate Landing Distance Required
- assess which preferred exit is to be used and if unable which alternatives there are
- determine what configuration is required to achieve LDR < LDA
- select configuration which is required of achieving LDR < LDA
- during landing, if not touching down on markers, consider using options determined in alternatives identified above instead of excessive braking, unless that's your only alternative option

Note: I recently flew in Dublin with some very experienced FO's, all of whom very capable of handling the B738 and in company and base for some years. When asked how long the LDA is for the planned runway 28 exit E6 to vacate as being briefed, it was shocking to see how many did not know/realise the exit they planned for had a published LDA of several hundred meters less then what they thought it was (600m less LDA in one case!), yet the LDA is published in table format in our Airport General pages of the charts. At no point did any of the FO's suggest to do a landing calculation to determine the landing configuration required to make the elected exit safely, each referring to the fact they and all their captains based in Dublin "always land in this configuration". It is when landing are done, when referring to a configuration that "everyone always lands with here" exits are missed or heavy braking is required. Best option, to take control and use next exit safely, instead of heavy braking to make a RET, which in Dublin E6 case is not designed for standard RET speed but reduced by nearly 50%)

Anchors...
 

Congratulations on your first mistake! I loose count most days.
I envy your European and Middle Eastern open expanses of concrete. Here in the the US we can be a little constrained by rivers, buildings and oceans.
KLGA & KDCA are my fave stations to use 3000PSI of hydraulic effort. A mile or so of runway and an exciting transition to large bodies of water..
On landing everyone is strapped in. Taxiing out is another matter all together and planning braking distances ahead of time makes the hotel shuttle ride less unpleasant...
~