MD80 EXPERIENCES TIRE TREAD SEPARATION ON TKOF. LANDS SAFELY AT DEST.

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AT ROTATION; A RUBBER BURNING ODOR WAS NOTICED BY THE COCKPIT CREW; WITH ALL OTHER INDICATIONS NORMAL. GEAR AND FLAP RETRACTION NORMAL. ATC SWITCHED US TO DEP AND AT ABOUT 5000 FT; DEP NOTIFIED US THAT ACFT WAITING TO CROSS RWY WITNESSED DEBRIS COMING FROM OUR ACFT. I CONTACTED DISPATCHER AND ADVISED HIM OF OUR SITUATION AND REQUESTED HIM TO INVESTIGATE OUR SITUATION FROM HIS END. I DISCUSSED SITUATION WITH MAINT COORDINATOR AND I ELECTED TO CONTINUE TO ZZZ TO BURN FUEL AS I WAS 12000 LBS OVER MAX LNDG WT AND TO HAVE THE LONGEST RWY AVAILABLE FOR THE LNDG (13000 FT). I CONTINUED THE FLT TO ZZZ WITH THE SPD BRAKES EXTENDED AND AT AN ALT OF FL200 TO BURN OFF FUEL AND GET THE ACFT AS LIGHT AS POSSIBLE. I DISCUSSED THE SITUATION WITH MY FO AND A JUMPSEATING B767 CAPT. I RECEIVED MORE INFO FROM THE DISPATCHER THAT THEY HAD FOUND PIECES OF MY FLAP WITH THE LARGEST BEING 6 INCHES BY 2 INCHES WITH NO INFO ON WHAT SIDE THE FAILURE WAS. ON DSCNT TO FL200; THE L ENG OIL TEMP WENT INTO THE CAUTION RANGE; LEADING US TO EXPECT FOD DAMAGE TO THE L ENG. LATER; THE JUMPSEATING CAPT'S VISUAL INSPECTION CONFIRMED FLAP DAMAGE ON THE L SIDE. I BRIEFED THE FLT ATTENDANTS ON THE PLAN OF ACTION AND JUST PRIOR TO DSCNT I PREPARED THE PAX FOR THE EMER LNDG. I SENT THE JUMPSEATING CAPT BACK TO A POS WHERE HE COULD VISUALLY MONITOR THE L SIDE OF THE ACFT AND BE ABLE TO COM TO ME THROUGH THE INTERPHONE OF ANY PROBS DURING TOUCHDOWN AND ROLLOUT. I REQUESTED A FLY-BY WITH MAINT. UPON COMPLETION OF THE FLY-BY; NO SIGNIFICANT DAMAGE WAS NOTED. THE JUMPSEATING CAPT RECRUITED A RETIRED PLT TO ASSIST HIM WITH A CARRY OFF PAX IN CASE OF AN EVAC. I SET UP FOR AN ILS APCH TO RWY 14R. I TOUCHED DOWN; AND THE FIRST 1000 FT OF THE RWY AND SPOILERS DEPLOYED NORMALLY; AS WELL AS THE THRUST REVERSERS. THE ACFT TRACKED STRAIGHT DOWN THE RWY AND I APPLIED VERY LIGHT BRAKING AND BROUGHT THE ACFT TO A STOP. THE FIRE CHIEF HAD THE THERMAL IMAGING ON MY TIRE AND GAVE ME A READING OF 1100 DEGS AND THE STATUS OF THE TIRE. WITH THIS INFO I FELT IT WAS SAFE TO CLR THE RWY AND STOP ON TXWY M FOR FURTHER INSPECTION. MAINT GOT ON THE HEADSET AND VERIFIED WE HAD LOST #1 TIRE TREAD BUT THE CASE WAS STILL INFLATED. THEY INSPECTED THE FLAP AND GAVE ME THE OK TO TAXI THE ACFT TO THE GATE. THE PAX DEPLANED AND I INSPECTED THE ACFT WITH MAINT. GEAR DOOR DAMAGE; FLAP DAMAGE; AND POSSIBLE #1 ENG FOD DAMAGE IS WHAT THE MECHS DISCOVERED.