text: Figure 2.34 illustrates the typical variation 
  of the various forces acting on the aircraft 
  throughout the landing roll. 
  If it is assumed 
  that the aircraft is at essentially constant angle 
  of attack from the point of touchdown, CL and 
  CD are constant and the forces of lift and drag 
  vary as the square of the velocity. Thus, lift 
  and drag will decrease linearly with 4 or V’ 
  from the point of touchdown. 
  If the braking 
  the maximum 
  is maintained at 
  coefficient 
  value, this maximum value of coefficient of 
  is essentially constant with speed and 
  friction 
  force will vary as the 
  the braking 
  normal force on the braking surfaces. As the 
  airplane nears a complete stop, the velocity 
  and lift approach zero and the normal force on 
  the wheels approaches the weight of the air- 
  plane. At 
  friction 
  Immediately after 
  force is at a maximum. 
  touchdown, 
  large and the 
  normal force on the wheels is small. As a re- 
  sult, the braking friction 
  force is small. A 
  common error at this point is to apply exces- 
  sive brake pressure without sufficient normal 
  force on the wheels. This may develop a skid 
  with a locked wheel and cause the tire to blow 
  out so suddenly that judicious use of the brakes 
  is necessary. 