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THRUST REVERSERS
Thrust reverser efficiency is proportional to the square of the speed. So, it is recommended to use reverse thrust at high speeds.
 
NORMAL OPERATIONS
LANDING
 
Pull to reverse IDLE at main landing gear touchdown (not before). When REV is indicated in green on ECAM, MAX reverse may be applied.
The maximum reverse thrust is obtained at N1 between 70 % and 85 % and is controlled by the FADEC.
Below 70 kt, reversers efficiency decreases rapidly, and below 60 kt with maximum reverse selected, there is a risk of engine stall. Therefore, it is recommended to smoothly reduce the reverse thrust to idle at 70 kt. However, the use of maximum reverse is allowed down to aircraft stop in case of emergency.
If airport regulations restrict the use of reverse, select and maintain reverse idle until taxi speed is reached.
Stow the reversers before leaving the runway to avoid foreign object ingestion.
WHEEL BRAKES
Wheel brakes contribute the most to aircraft deceleration on the ground. Many factors may affect efficient braking such as load on the wheels, tire pressure, runway pavement characteristics and runway contamination and braking technique. The only factor over which the pilot has any control is the use of the correct braking technique, as discussed below.
ANTI-SKID
The anti-skid system adapts pilot applied brake pressure to runway conditions by sensing an impending skid condition and adjusting the brake pressure to each individual wheel as required. The anti-skid system maintains the skidding factor (slip ratio) close to the maximum friction force point. This will provide the optimum deceleration with respect to the pilot input. Full pedal braking with anti-skid provides a deceleration rate of 10 kts/sec.
BRAKES
The use of auto brake versus pedal braking should observe the following guidelines:
? The use of A/BRAKE is usually preferable because it minimizes the number of brake applications and thus reduces brake wear. Additionally, the A/BRAKE provides a symmetrical brake pressure application which ensures an equal braking effect on both main landing gear wheels on wet or evenly contaminated runway. More particularly, the A/BRAKE is recommended on short, wet, contaminated runway, in poor visibility conditions and in Auto land.
The use of LO auto brake should be preferred on long and dry runways whereas the use of MED auto brake should be preferred for short or contaminated runways. The use of MAX auto brake is not recommended.
? On very short runways, the use of pedal braking is to be envisaged since the pilot may apply full pedal braking with no delay after touch down.
 
NORMAL OPERATIONS
LANDING
 
? On very long runways, the use of pedal braking may be envisaged if the pilot anticipates that braking will not be needed. To reduce brake wear, the number of brake application should be limited.
? In case of pedal braking, do not ride the brakes but apply pedal braking when required and modulate the pressure without releasing. This minimizes brake wear.
　
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