I take it Charlie is from BNE? If so it goes something like this:
Landing on 19, the high speed exit A6 is at 2000m. And A7 (90 degree) is at 2700m.
When landing in BNE an EK 380 is circa 380000kg to 390000kgs (the take-off weight of a B744) as it will be carrying over 20t fuel as SYD will be the Altn. If exiting via A6, brake temps will exceed 450 degrees by the time of parking. If exciting A7 they will also be in excess of 400 degrees as the aircraft needs to slow to 10kt prior to the 90 degree turn. Both these numbers will delay the turn around of the flight departing to AKL as brake cooling is not available at BNE.
On 01, at the same landing weight the extra taxy distance from the runway end means that the brake temps will be the same from either A3 (90 degree) or using full length. So to help the airport flow, most crews will take A3 an shutdown engines while taxying to mitigate brake temps. There is insufficient engine stabilisation time to engine out taxy when using 19.
When 19 is in use for departure, the almost 4km taxy to runway start increases brake temps a lot. So cool brakes are needed before taxy starts. The short taxy to 01 means that a higher start brake temp can be accepted. Meaning the higher temp from A3 is not as limiting.
At most runways we use (ie not these little country type airfields), the high speed exits are placed at least 2500m down the runway, meaning they can be used without too much adverse effect on the brake temp.
So in short, no, the Ek 380 crews are not trying to ruin your day, they are trying to make the best of the runway you present them.
You may loose a slot, but in the mean time they have delivered the same pax load of almost 4 of those low cost 320s/737s that take the 40sec delay. No wonder the airport owner can build such nice car parks.
The Don