MEM TWR CTLR ALLEGES FAA MGMNT FAILS TO COMPLY WITH ESTABLISHED TAILWIND PROCS BECAUSE OF ACR PRESSURE FOR EXPEDITED OPS.

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I WAS WORKING THE LCL CTL ONE (LC1) POS DURING THE EVENING INBOUND PUSH. LCL CTL TWO (LC2) AND THREE (LC3) WERE COMBINED DUE TO THE FACT THAT TFC WAS LIGHT AND ACR WAS NOT FLYING. MEMPHIS WAS IN A S CONFIGN; ADVERTISING RWY 18R/18L AND 27 AS ARR RWYS. THE WIND WAS 130 DEGS/12 KTS; WHICH ACCORDING TO OUR LCL PROCS; PRECLUDES US FROM USING RWY 27 AS AN ARR OR DEP RWY. THIS FACT WAS BROUGHT TO THE ATTN OF THE TWR SUPVR; BUT COORD WITH THE TRACON NEVER TOOK PLACE; AND THE TRACON CONTINUED TO SEQUENCE ACFT TO RWY 27 WITH THE TAILWIND COMPONENT. THE FOLLOWING ACFT WERE OBSERVED TO HAVE BEEN SEQUENCED TO RWY 27 DURING THE TIME WHEN RWY 27 OPS SHOULD NOT HAVE BEEN CONDUCTED DUE TO THE TAILWIND COMPONENT: ALL ACFT APPEARED TO LAND WITHOUT INCIDENT; BUT I HAD NO WAY OF KNOWING WHAT THE APCH AND LNDG WERE LIKE FOR THE FLT CREW. THESE ACFT WERE BEING WORKED BY LC2. THERE HAVE BEEN SEVERAL ACCIDENTS AND INCIDENTS OVER THE LAST TWO YEARS INVOLVING ACFT THAT HAVE RUN OFF THE END OF THE RWY DUE TO WIND; RAIN; SNOW OR ICE. THE FAA AT THE NATL; REGIONAL AND LCL LEVELS HAVE DEVELOPED CROSSWIND COMPONENT CHARTS FOR ATC TO USE IN HELPING TO DETERMINE THE SAFEST LNDG RWY BASED ON THE WIND AND WX CONDITIONS AT THE TIME. APPARENTLY THESE CHARTS ARE JUST 'RECOMMENDATIONS' THAT FAA MGMNT WILL USE AT THEIR DISCRETION. SOMETIMES THE TAILWIND COMPONENT IS ENFORCED -- SOMETIMES IT IS NOT. ACFT ROUTINELY LAND AND DEPART MEMPHIS WITH A STRONG TAILWIND COMPONENT; AND MANY TIMES IT APPEARS THAT WE DO THIS SO AS TO NOT UPSET THE ACR ARR OR DEPARTURE PUSH. ACR WOULD PREFER THAT WE DEPART TO THE S USING RWY 18L/C/R AND 27 AS DEP RWYS; AND LAND TO THE N USING RWY 36L/C/R AND 27 AS ARR RWYS. MANY TIMES THESE ARR AND DEP RWYS ARE COMPLETELY CONTRARY TO THE CROSSWIND COMPONENT CHART THAT IS PUBLISHED IN THE TWR AND IN THE LCL PROCS.