Not sure exactly, but I have noticed some brakes are definitely worse than others - perhaps uneven wear on the left vs right causing different amounts of heat build up.

The 737-800 has the worst brakes out of any Boeing I've flown - can be quite difficult to apply evenly and without dancing down the runway, especially with moderate application.

I tend to leave the auto brakes in as long as possible for this reason - much smoother application. My pet peeve is the heavy braking to make a rapid exit instead of taking an extra minute to taxi back to the bay.

On the 717 we use, there are no autobrakes. Typically wait until 100 knots or below before applying brakes if it is safe enough.
Often 30mminutes turns so brake heating may be an issue. The brake fans from MX work well if needed.

On the Airbus, a few things I have learnt from their official documentations:
* Do not ride the brakes. In a straight line let the aircraft accelerate up to 30 kts then one smooth application down to 10kt.
* Minimise the brakes applications as much as possible.
* Know the critical brakes wear temperature. It varies from manufacturer. On The Messier the worst temperature is around 180 degrees celcius.
* After landing consider the last high-speed taxiway to vacate (if no restrictions) to minimise the use of brakes.
* Consider single engine taxi also to minimise the braking.
* Wait at least 5 min after landing to set the brakes fans or entering the gate whichever comes first unless you expect the brakes to exceed 500 degrees.

Probably being done as a helpful technique to educate those passengers who like to jump up while the aircraft’s still moving…
(and no, I’m not seriously advocating this and have never personally done it)

I know some do that. I try not to as the cabin crew in our operation is already up and not in their seats because they are already disarming the doors.

Sometimes it happens anyway, had it the other day when pulling into a parking stand in ZRH when the parking system jumped from 0.8m to STOP.

It is quite possible to bring the aircraft, at least big Boeing aircraft, to a stop at the gate without any feeling to the pax that the aircraft stopped. It is just a matter of watching the GS and outside reference and smoothly increasing brake pressure appropriately as the stopping point is approached.

I can honestly say that I have never once looked at the GS on big aircraft when parking them! No complaints in 35 years.

You'd want to be reducing brake pressure as you approach the stop point or you just increase the rate of deceleration.

But I'm sure you know that.

Bigger aircraft were always much easier to be smooth - the smaller jets (737) were always harder. That's true for the entire operation - larger jets I found easier to fly / handle / park.

MED is used all the time in winter up here. Low is all but useless once it gets a little slippery.

if low is useless in slippery conditions then selecting MED will have very little effect on the landing distance.

LOW and MED give a preset rate of deceleration. If low is unable to achieve the target rate of deceleration due to a slippery runway selecting MED or even max manual braking won’t increase the rate of deceleration. Increased braking effort will only make a difference if you pass over patches of grip and if that’s only on one side you run the risk of a rapid yaw and then potentially going off the side.

Spoilers and reverse thrust are your friends on slippery runways as they’re symmetrical.

LD

Locked door
It’s not the lack of friction that’s limiting. It’s the time it takes to kick in.

There was a SB a few years ago so in LO now takes 2 second to kick in not 4 as manufactured, which many found a little tardy. Not all aircraft have it.