UNAUTH LNDG PROC DOWNWIND LNDG LIMITS EXCEEDED BY MD80.

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ON APCH TO SAN THE ATIS WAS RPTING 800 FT BROKEN 7 MI VISIBILITY AND WIND 17/16 LNDG RWY 27. WE FLEW THE LOC RWY 27 APCH TO A MISSED APCH. THE WIND WAS BLOWING IN PATCHY LOW CLOUDS BY THIS TIME. ON MISSED WE WERE VECTORED AROUND ON A L DOWNWIND FOR ANOTHER APCH. WHILE ON DOWNWIND THE APCHS WERE SWITCHED TO ILS RWY 9 SO WE WERE VECTORED AROUND FOR THIS APCH. ALL DURING OUR MISSED APCH AND VECTORING WE WERE ENCOUNTERING MOD TURB AND DEP CTL WAS VERY BUSY WITH OTHERS MISSING THE APCH; MAKING IT HARD TO COM AND STATE INTENTIONS. ON APCH TO RWY 9 AT SAN WE WERE 5 MI OUT WHEN WINDS WERE GIVEN AT RWY 27/8. ON LNDG AND SWITCHING TO GND THE GND CTLR WAS STATING TO ANOTHER ACFT THAT THE WINDS HAD BEEN BLOWING FROM 270 AT 16-20 KTS. AT THIS TIME WE REALIZED THAT TWR MUST HAVE SAID 27/18 NOT 27/ZERO 8. OUR LNDG AND TAXI IN WAS UNEVENTFUL BUT THIS DID EXCEED OUR MAX TAILWIND COMPONENT OF 10 KTS. I BELIEVE WE WERE SO BUSY WITH THE WX; TURB; CHANGING RWYS AND APCHS AND GETTING APCH INSTRUCTIONS; THAT THE THOUGHT OF THE WINDS CHANGING THAT MUCH TO A DIRECT TAILWIND NEVER ENTERED MY MIND. WITH CONDITIONS CHANGING THIS FAST I DID LEARNED TO INQUIRE ABOUT ALL CONDITIONS AS THEY SWITCH RWYS. SUPPLEMENTAL INFO FROM ACN 300238: BRIEFING APCH; TURNING IN TIGHT (8 MI); AND THEN LNDG WITH TURB ALL HAPPENED IN ABOUT 5-6 MIN. AN ACFT WAS IN FRONT OF US (737) AND LANDED WITH NO COMMENT ABOUT THE WIND. WE DID EXCEED A FLT MANUAL LIMITATION OF 10 KTS. TAILWIND ON THE LNDG BY 8 KTS. I THINK WE AS A CREW WERE PREOCCUPIED WITH TAKING CARE OF THE BIG MAJOR ITEMS LIKE FLYING THE PLANE IN THE BAD WX AND SETTING UP FOR THE NEXT APCH AND REMAINING FUEL AND ALTERNATES. THE WIND JUST SLIPPED THROUGH THE CRACK. IT WAS A LOWER PRIORITY OF THINGS TO CONSIDER AT THE TIME.