MD80 DISPATCHED INTO A HIGH ALT HOT DAY ARPT WITH THE BRAKE TEMP GAUGES MEL'ED INOP. CAPT LANDED WITH TAILWIND EXCEEDING MAX LIMITS; DID NOT USE THE PROPER FLAP SETTING. FLT WAS DISPATCHED WITH 5000 LBS OF FERRY FUEL. ACFT BRAKES WERE OVERHEATED AND SMOKING AFTER LNDG.

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LNDG WITH TAILWIND COMPONENT EXCEEDING 10 KTS. DISPATCHED DFW/TUS WITH BRAKE TEMP GAUGE PLACARDED INOP DUE TO ERRONEOUS READINGS. FLT PLAN RELEASE STATED FLAPS 28 DEGS REQUIRED IF TEMP IS OVER 40 DEGS C IN TUS. WE WERE GIVEN 5000 LBS FERRY FUEL. AFTER ESTABLISHED ON SHORT FINAL FOR RWY 11L IN LNDG CONFIGN; TWR SAID WIND WAS 270 DEGS AT 14 KTS. I ELECTED TO CONTINUE APCH AND LNDG RATHER THAN GO AROUND AND MANEUVER AT RELATIVELY HVY WT AT HIGH DENSITY ALT WITH CONSIDERATION FOR SURROUNDING TERRAIN. LNDG WAS UNEVENTFUL; BUT THE BRAKE OVERHEAT LIGHT CAME ON DURING THE LATTER PORTION OF TAXI IN. WE EXAMINED WHEELS AND BRAKES; FOUND R SIDE OUTBOARD SMOKING. WE MADE LOG ENTRY; COORDINATED PARKING BRAKE RELEASE AND CALLED MAINT. WHILE OBVIOUSLY LNDG INTO THE WIND IS MOST PRUDENT; THE WIND HAD BEEN CHANGING DIRECTION AND SPD WITH QUITE SOME REGULARITY THAT AFTERNOON. WE HAD BEEN CHKING WX OFTEN; MAINLY FOR TEMP READINGS. IT WOULD BE HELPFUL DURING THE WARM TEMP SEASON NOT TO INCLUDE UNNECESSARY FERRY FUEL PARTICULARLY AT HIGH ALT DESTS WHERE SURROUNDING TERRAIN IS SUCH AN IMPORTANT GAR CONSIDERATION. ALSO WHILE CERTAIN MEL CONSIDERATIONS ARE LEGAL; THEY MAY NOT BE MOST LOGICAL. THE INOP BRAKE TEMP GAUGE MEL STATES BASICALLY TO LAND 40 DEGS FLAPS WHEN POSSIBLE; WHILE WE WERE LIMITED TO FLAPS 28 DEGS FOR TEMP GAR CONSIDERATIONS.