B737 FO BEGAN A GAR IN VARIABLE WIND CONDITIONS. THE CAPT INSTRUCTED THE FO TO LAND.

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BUR HAD EXPERIENCED A SANTA ANA WIND CONDITION ALL DAY AND HAD BEEN LNDG RWY 26 AND RWY 33. THE WIND ON THE GND WAS NOW VARYING BTWN 330 DEGS AT 8 KTS TO 080 DEGS AT 6 KTS AND CALM. IT WAS THE FO'S LEG AND I BRIEFED HIM THAT UNDER THESE CONDITIONS IT WAS NOT UNUSUAL FOR THE HIGH WINDS ALOFT TO CONTINUE DOWN TO THE LAST 200 FT AND THEN TO IMMEDIATELY DROP OFF. THE MD80 LNDG 5 MINS AHEAD OF US HAD GONE AROUND WITH A 15-20 KT TAILWIND AT 200 FT AGL ON FINAL. FROM 1000 FT AGL TO 500 FT AGL WE HAD A QUARTERING TAILWIND FROM 25-15 KTS AT 250 FT AGL OUR TAILWIND (QUARTERING) WAS 12-14 KTS. THE FO ANNOUNCED GOING AROUND AND BEGAN TO ADVANCE THE THROTTLES. AT 200 FT; I ANNOUNCED 7 KT TAILWIND AND THE FO STATED 'LNDG' -- A DECISION I BACKED UP. WE LANDED 1000 FT LONG AND 15-20 KTS FAST. OTHER THAN A FIRM TOUCHDOWN; THE LNDG WAS NORMAL FOLLOWED BY HVY BRAKING WITH NO ANTI-SKID RELEASES. THE FO HAD BEEN ON THE GS THE ENTIRE APCH UNTIL STARTING THE GAR WHEN HE DRIFTED A DOT HIGH. MY MISTAKE WAS TO ENCOURAGE HIM TO LAND AFTER HE HAD INITIATED THE GAR. FROM PREVIOUS EXPERIENCES I WAS AWARE THAT IF ONE STAYED ON SPD ON THE GS AT BUR DURING THESE CONDITIONS THAT ONE COULD NORMALLY DELAY A GAR DECISION TO AS LATE AS POSSIBLE WHILE WATCHING THE WIND. IF THAT'S WHAT I WANTED TO DO; THEN I SHOULD HAVE BRIEFED IT AND FLOWN THE LEG. ENCOURAGING THE FO TO LAND AFTER HE HAD DECIDED TO GO AROUND WAS NOT THINKING SAFE. FORTUNATELY; THE LNDG WAS SAFE. WE DEBRIEFED THE APCH AND I ACKNOWLEDGED MY MISTAKE. I ALSO LEARNED FROM MY MISTAKE. ONCE A GAR IS INITIATED IT WILL BE COMPLETED UNLESS SAFETY CONDITIONS DEMAND OTHERWISE.