You raise an excellent question, dian!
Ideally, the answer would be yes; but in today's world, it may not be necessary.
First, let's look at how the Bendix duo-servo brake works. There are two shoes, primary and secondary. The purpose of the primary shoe is to engage the secondary shoe, which does the majority of the braking. The secondary shoe is on the back side of the backing plate and has more lining than the primary shoe. The top of the shoes engage an anchor pin located at the top of the backing plate. When the wheel is rotating in a forward direction, the primary shoe pulls away from the anchor pin and rotates, forcing the top of the secondary shoe against the anchor pin. It is this wedging of the secondary shoe against the pin that applies pressure against the brake drum. (Braking power in reverse is less because there is less lining area on the primary shoe, which is now doing most of the work). Notice the different lining length in the photo below:
When a brake drum is turned on a lathe, the internal radius is moved away from the anchor pin. This means that when the brake is applied, the top portion of the secondary shoe lining is farther away from the drum--i.e. it doesn't make contact. As the drum is cut to larger sizes, the amount of area that doesn't contact the drum gets larger. This results in several problems: less braking power, overheating of the smaller amount of lining in contact with the drum, and brake fade. This can also result in uneven braking from side-to-side, and can even cause the car to swerve into oncoming traffic in the event of a panic stop. (Younger drivers that have only driven disk brake vehicles have no idea how much better they are than drum brakes).
The Fixed Anchor Head for the Ammco brake shoe grinder simulates how the shoe mounts to the backing plate, and grinds more lining material off of the bottom portion of the lining to make it fit better at the top of the shoe. Although this was a much better way to grind the brake linings, Ammco held the patent on the device, so manufacturers (and the government) wouldn't specify this method. Other brake shoe grinder manufacturers sold a simpler design that cut the same radius on the lining, but it didn't compensate for the anchor pin to drum distance (Cam grinding). Notice how the end of the brake shoe fits into the simulated anchor pin in this photo:
Under heavy braking, the drum is forced into a more elliptical shape by the shoes. They conform to the shoes to a degree, but there is a limit. This is why brake drums are marked with a maximum size of .060" over the original size. Brake lining manufacturers supplied shoes in standard size, as well as .030" oversize as a compromise to solve this problem. A much larger oversize doesn't really hurt anything, if the shoes are ground to match. When I was young and broke, I turned the drums on my car to .120" oversize with no problem because I ground the shoes to match. Granted, there wasn't a lot of lining left on the bottom of the shoes, but at the time, drums were much more expensive than shoes. I've even removed drums from a car that were worn all the way through, they came off as rings!
At that point in time, most brake linings were made of asbestos, and we didn't have an EPA or an OSHA to worry about dust from brake shoe grinding. Brake service personnel were told to collect the dust from grinding in the bag on the grinder, then dump the dust it in a paper bag and dispose of it in the trash. I saw several shops that simply ran a flex hose from the grinder to outside the building. You couldn't do that today!
So much for the history lesson. With disk brakes, the problem of brakes causing a vehicle to swerve during a panic stop was virtually eliminated. Drum brakes, if used at all, are on the rear brakes. With the cost of brake drums from China being so cheap now, turning brake drums on a lathe is becoming a lost art. It's cheaper to buy new drums than to turn the old ones. New shoes, new drums, no need to do anything but wash the inside of the drums with solvent before installation. Oh, yea, the advent of anti-lock brake controls has greatly improved the ability to control a vehicle's direction during a panic stop.