Blimey!
 

For those of you familiar with Brum, on an RJ-85 the other day we landed on 33 and exited at the intersection (of the old 06-24)! No strong headwind just bursts of heavy braking. Very impressive, although I failed to understand the need since we were 15 mins ahead of schedule and there was no traffic behind us. I had witnessed it once before (also with an RJ-85 - different airline) but there was a 20-25 knot head wind that day.

Used to do it a lot on the 146 back in the day.

It did benefit by reducing taxy times quite a lot (about half), saving fuel and all that. Not great for passenger comfort if you were too ham footed but it could be done smoothly with the 146 manual brakes.

Edit: We used to be able to get off Southampton 02 at the bravo intersection, about a 400 meter ground run.

Despite being optimised for short runway operation, the RJ/146 has no reverse thrust, but relies entirely on some very substantial brakes. I did hear the whole main landing gear design is based on what was under the old De Havilland Comet 4 (designed in the same drawing office).

Besides stopping power, a further benefit of large and capable brakes is that they can pull the aircraft up without heating up near to limits, which allows the aircraft to depart again after a very short turnaround. Some types, such as the A320, have quite serviceable but nevertheless minimalist brakes, which require quite a holdover time to cool down before they can depart again (you may think the brakes are not an issue to take off but they need to be able to absorb any rejected takeoff at V1 speed).

The 146/RJ can of course get off again in a very short run, and not just at London City. I have departed in one from the old short runway 29 over on the north side of Dublin airport (shorter even than LCY), which I had previously imagined was confined to light aircraft.

Clever designers at Hatfield. Shame BAe trashed the whole commercial aircraft organisation.

Those brakes are even better than you think. After several weeks of arguments l asked the local engineer to walk over and touch the brake packs soon after landing, he seemed quite shocked to find that the whole of one side was at ambient temperature while the other side was normal.
Did the aircraft continue flying ? ........ l`ll leave that for you to decide.

The downside of showing off was, obviously, hot brakes. The fans are good but very noisy, it wasn`t unusual to have ground staff in France - just for example;) - refuse to approach until turned off. l can`t remember the brake temp max for departure, l think about the best part of 300 degC , so there was a possible penalty after a quick turnaround with slot time.