CAPT OF B747-400; FATIGUED BY LONG FLT CREW POSITIONING DEADHEAD; FLIES UNSTABILIZED APCH TO EGSS. OVERHEATS BRAKES ON ROLLOUT REQUIRING CFR TO SPRAY THEM. RESULTS IN BRAKE AND TIRE REPLACEMENT.

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APCHING STN (LONDON STANSTED) RADAR CTLR VECTORED US IN CLOSE TO INTERCEPT LOC RWY 5. WHEN HE CLRED US FOR APCH WE WERE ABOUT 1 1/3 DOT ABOVE GLIDE PATH AT OUR ASSIGNED SPD OF 180 KTS IN VMC CONDITIONS. I USED SPD BRAKES TO SLOW AND FINISH CONFIGURING TO FLAPS 30 DEGS (I WAS GEAR DOWN AND FLAPS 20 DEGS AT THIS POINT). I SLOWED AND CONFIGURED ADDING 7 KTS TO REF 155 KTS FOR A TARGET SPD OF 162 KTS (WIND 120 DEGS/13 KTS). THE AIRSPD WAS FLUCTUATING IN TURB; SO I INCREASED THE SPD ANOTHER 5 KTS. EVERYTHING LOOKED STABLE AT 500 FT AGL. I LANDED TOWARD THE END OF THE TOUCHDOWN ZONE CLOSE TO ON SPD. I APPLIED REVERSER THRUST AND MANUAL BRAKING; BUT AS IT TURNED OUT I APPLIED MOST OF THE PRESSURE ON THE L-HAND SIDE; CAUSING SEVERE HOT BRAKES ON THE L SIDE. WHILE THE R BRAKES WERE AROUND 'TEMP 2;' THE L-HAND WING AND BODY GEAR WERE SMOKING BADLY AND THE FIRE DEPT WAS CALLED TO SPRAY THEM COOL. 6 TIRES AND 2 WHEEL BRAKES HAD TO BE REPLACED ON THE L-HAND SIDE. I INADVERTENTLY APPLIED TOO MUCH PRESSURE ON THE L-HAND SIDE. I WAS FATIGUED AFTER A LONG DEADHEAD TO BOM (MUMBAI; INDIA) FROM JFK AND THE LONG FLT BACK TO STN. I KNOW FATIGUE WAS A MAJOR FACTOR IN THIS INCIDENT. LONG REST PERIODS HAVE TO BE GIVEN AFTER COMMUTING ACROSS MANY TIME ZONES. I ALSO SHOULD HAVE UTILIZED AUTOBRAKES INSTEAD OF MANUAL BRAKING.