As a B737-800 Captain, I can say that the braking action of this aircraft is highly effective. I'm not sure what your question is attempting to ask, but am assuming that you're saying that the use of engine reverse thrust noise produces a lot of noise without any appreciable braking action.
I can't comment on other types of aircraft other than Boeing and Lockheed, but the braking philosophy on the Boeing is such that the Autobrake setting will assure a deceleration rate according to the setting selected. For example, an Autobrake setting of 2 will deliver a deceleration rate of 5ft/sec. If engine reverse thrust is used after landing the deceleration effect is highest at a higher airspeed than at lower airspeeds. Believe me it is effective, but at only the higher airspeeds. The deceleration force from reverse thrust, at say a touchdown speed of 140kts, will be greater than 5ft/sec, and the wheel brakes will not be engaged till such a point that the effect from the engine reverse thrust reduces to 5ft/sec. At that point the wheel brakes will be automatically engaged to achieve 5ft/sec rate. There are many factors that will affect when this occurs, but this may occur at around 90kts airspeed. I personally reduce the engine reverse thrust at around 80-70kts (depending of course on runway length remaining, runways surface conditions, etc, etc). It may be that on your flights, the pilots have left the reverse thrust in till a much lower airspeed that's required for whatever reason. Yes, it does make a lot of noise at this crossover point and below, and in my experience doesn't provide much assistance in deceleration.
As has been mentioned before there are 4 autobrake settings for landing.
Setting 1 - 4ft/sec
Setting 2 - 5ft/sec
Setting 3 - 7.2ft/sec
Setting Max - 14ft/sec above 80kts, then reducing to 12ft/sec till stop.
Of course at ay time during the landing ground roll the pilot can override the autobrakes and manually brake as he/she requires. The autobrakes will be disarmed at this point. The wheel brakes are extremely effective on this aircraft.
Your comment about runway overruns, has absolutely nothing at all to do with the aircraft type. Human factors is the major cause of almost all overruns. There is an abundance of reports on the internet from EASA, FAA, CASA, etc that discuss the reasons for the number of overruns. On all these reports, no aircraft type is highlighted as a suspect. However the problems continue to be poor decision making skills from the crews concerned coupled with poor training, SOP, and lack of performance calculation/s.
If you calculate the runway length required (using reported and actual runway surface conditions for your landing), fly a stabilised approach (ie. on speed and on path), touchdown in the touchdown zone, a safe landing within the runway length is going to be the outcome (not withstanding major technical failure or a freak weather event). However time and again, there are skygods and cowboys that will continue with an unstable approach (high on path and high on approach speed), land half way down the runway, and then wonder why they run off the end into the mud.
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