A300 TAKES OFF WITH A NEW TIRE WHICH APPEARS TO HAVE NOT BEEN INFLATED. HIGH WHEEL TEMP LEADS TO A PRECAUTIONARY INSPECTION BY CFR AFTER LNDG AT DEST.

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ARRIVED AT ACFT APPROX 45 MINS BEFORE SCHEDULED BLOCK. THE AIRPLANE WAS THE SAME ACFT THAT WE FLEW IN THE PREVIOUS MORNING. THE LOGBOOK INDICATED #7 TIRE CHANGE DURING THE PREVIOUS DAY; ALONG WITH SOME OTHER MAINT ITEMS PERFORMED. PREFLT WAS UNEVENTFUL AND ALL TIRES APPEARED NORMAL; WITH ADEQUATE BRAKE WEAR INDICATIONS. TKOF WT WAS 309K. TKOF BRIEF AND TAXI UNEVENTFUL. I DID COMMENT THAT IT TOOK A LITTLE MORE PWR TO TAXI THAN I EXPECTED; BUT I ASSUMED THAT THE UPHILL GRADE ON THE RAMP; ALONG WITH SLIGHTLY HIGHER ELEVATION AND TEMPS WERE COMPOUNDING TO NEED THE ADDED PWR. BEFORE TKOF CHKLIST AND TKOF CONFIGN CHKED NORMAL FOR TKOF. FO ACCOMPLISHED TKOF WITH A NORMAL ACCELERATION TO A SMOOTH ROTATION TO DEP. AFTER TKOF; AFTER THE GEAR UP CALL; WE RECEIVED A WHEEL TEMP OVERHEAT INDICATION ONLY ON #7 WHEEL. ALL OTHER INDICATIONS WERE VERY LOW. THE LNDG GEAR WERE ALREADY ON THEIR WAY UP. AFTER THE GEAR WERE IN THE WELL; THE INDICATION CONTINUED TO CLB; AND I PERFORMED THE ECAM ITEMS; LOWERING THE LNDG GEAR; AND TURNING ON THE BRAKE FANS. THE HIGHEST INDICATION I REMEMBER WAS ABOUT 425 DEGS C. THE GEAR COOLED SLOWLY ON CLBOUT; WHICH CONCERNED US; AND WE BEGIN TO SUSPECT A POSSIBLE FIRE; BUT ADJACENT WHEELS CONTINUED TO SHOW NORMAL TEMPS; AND THE #7 SLOWLY COOLED. AFTER SOME DISCUSSION; WE DECIDED THAT THE ABNORMAL TEMP COULD HAVE BEEN A BAD INDICATION OR AT WORST WAS A DRAGGING BRAKE. THE OVERTEMP WAS NOT SIGNIFICANT; ONLY SLIGHTLY OVER 400 DEGS C; AND I DECIDED TO RETRACT THE GEAR; MONITOR THE SITUATION; AND CONTINUE THE FLT. AFTER THE GEAR WAS COOLED BELOW 290 DEGS C; WE RAISED THE GEAR. ALL INDICATIONS WERE NORMAL; AND WE CONTINUED THE CLB TO ALT. WE TOLD DISPATCH THE SITUATION; AND INVOLVED MAINT. WE USED ACARS TO KEEP FLT CTL ADVISED. THE WHEEL CONTINUED TO COOL; AND WE ELECTED TO LAND AT SDF WITH PRECAUTIONARY FIRE EQUIP STANDING BY. NO EMER WAS DECLARED; BUT WE EXPECTED THE SAME OVERHEAT ON LNDG OR WORSE. WE BRIEFED THE JUMPSEATERS; AND EACH OTHER ON ACTIONS IN CASE OF A WHEEL FIRE; AND REVIEWED THE EMER EVAC CHKLIST. THE LNDG WAS A GPS TO VISUAL TO RWY 17R. I CHOSE TO TAKE THE LNDG AS PIC. THE LNDG AND ROLLOUT WERE NORMAL; AND ACCOMPLISHED WITH MINIMAL BRAKING; NO AUTOBRAKES. WE ASKED FOR VISUAL INSPECTION OF THE GEAR CLRING THE RWY. THIS WAS PREBRIEFED WITH THE TWR AND CFR. THE VISUAL INSPECTION SHOWED A FLAT #7; DRAGGING AND LEAVING A SKID MARK. WE CALLED MAINT TO COORD TOW IN TO PARKING. THE CFR CHIEF DEBRIEFED ME; AND THE CREW AND JUMPSEATERS. INSPECTION AFTER SHUTDOWN SHOWED #7 FLAT; WITH VISIBLE PRESSURE AND WEAR ON #6. THE MECHS SAID THE BRAKES WERE NOT DRAGGING. IN RETROSPECT; WE DID NOT TELL DEP TWR OR DEP OF THE PROB AFTER TKOF WHICH MIGHT HAVE PROMPTED THEM TO INSPECT THE RWY FOR FOD; PROVIDING US MORE INFO; AND COULD HAVE CAUSED A SAFETY PROB FOR OTHER ACFT.