A B767-300 PILOT REPORTS AN INADVERTENT OVERWEIGHT LNDG FOLLOWED BY A BRAKE OVERHEAT DUE TO AN ANTI SKID MALFUNCTION.

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AS PF; I DISCOVERED AFTER BLOCK-IN THAT WE LANDED 900 LBS OVERWT. THIS WAS THE BEGINNING OF THE SECOND WK OF FLYING FOR THIS 4 LEGS/NIGHT INTRA-EUROPE PAIRING. THE METAR WINDS SLIGHTLY FAVORED LNDG TO THE S. WE BRIEFED THE ARR AND APCH FOR A LNDG TO THE S AND DISCUSSED THAT IF IT WAS OFFERED; WE WOULD ACCEPT THE N LNDG IF WINDS PERMITTED. AUTOBRAKES 2 WAS SELECTED AND THE TURNOFF TXWY WAS BRIEFED. THE INITIAL APCH ATC CLRED US FOR THE SOUTHERN ARR TO EXPECT THE SOUTHERN APCH. WE ACCEPTED THE INTERMEDIATE CTLR'S OFFER OF THE NORTHERN APCH WITH HIS RPTED WINDS OF A QUARTERING TAILWIND 20 DEGS OFF THE R WING AT 6 KTS. HE CLRED US THE 'HIGH SPD' DSCNT. WE EXPEDITIOUSLY CHANGED RWYS IN THE FMC AND ILS FREQ AND COURSE. DSNDING THROUGH FL180 WE RAN THE APCH CHKLIST AND SET THE AIRSPD BUGS. BECAUSE OF FATIGUE; BEING RUSHED; AND COMPLACENCY; THE GROSS WT FROM THE INIT REF PAGE DID NOT REGISTER TO THE CREW. THE HIGH APCH SPD OF 147 KTS APPEARED HIGH BUT I WAS CONCERNED MORE WITH STOPPING DISTANCE GIVEN THE SLIGHT TAILWIND COMPONENT OF 3 KTS AND HIGH APCH SPD. WE LANDED IN A SLIGHT R CRAB L OF CTRLINE. I CORRECTED BACK TO CTRLINE; USED IDLE REVERSE; AND ALLOWED AUTOBRAKES 2 TO SLOW US DOWN. WE WERE STILL ABOUT 80 KTS APCHING OUR BRIEFED TXWY TURNOFF. I ANNOUNCED I WOULD ROLL TO THE END. I NEVER FELT THE 'GRAB' OF AUTOBRAKES 2 THAT WE EXPERIENCED ON ALL THE PREVIOUS 10 FLTS IN THE LAST 7 DAYS. WHILE TURNING OFF THE RWY; L INBOARD BRAKE TEMP INDICATION WAS A '4.' WHEN WE TURNED IN TO THE PARKING SLOT; THE L INBOARD REGISTERED '6.' AT PARKING AND ENG SHUTDOWN WHILE WAITING TO BE CHOCKED; IT HEATED UP TO '7.' WE REFED THE QRH; FOLLOWED THE CHKLISTS FOR BRAKE COOLING SCHEDULE AND WROTE UP THE BRAKE TEMPS. WHILE INVESTIGATING WHAT CAUSED THE OVERHEATED BRAKES; I SELECTED THE INIT REF PAGE AND REALIZED THE OVERWT LNDG. WE WROTE THE BRAKE TEMPS IN THE LOGBOOK AND MADE A SEPARATE WRITE-UP FOR THE OVERWT LNDG. THE ISSUE OF OVERHEATED BRAKES WAS DUE TO A MALFUNCTIONING ANTISKID SYS. IT IS UNRELATED TO THE HVY WT LNDG. MAINT VERIFIED THAT THAT TAIL NUMBER HAD A HISTORY OF ANTISKID PROBS. FINAL BRAKE TEMP INDICATIONS AS WRITTEN IN THE LOGBOOK WERE: !7!0!3!3! AND !5!0!3!3! -- NOTE THE L INBOARD '0' BRAKE TEMP INDICATIONS. LESSON LEARNED: ROUTINE KEEPS FROM DOING INCORRECT ACTIONS WHEN WE ARE DISTR; FATIGUED; OR OTHERWISE NOT FOCUSED ON TASKS. IT ALSO LEADS TO COMPLACENCY. ROUTINE AND FATIGUE ARE UNAVOIDABLE IN OUR JOB. AS A TECHNIQUE; FOR THE APCH CHKLIST ITEM 'AIRSPDS;' I WILL SELECT INIT REF AND VERBALIZE THE GROSS WT AND SPDS. THIS IS A LAST CHANCE PROMPT TO MYSELF AND THE CREW TO THINK ABOUT LNDG FACTORS.