Glofish,
Some good questions.
BTV is only usable when all the stuff needed for stopping is working properly, that is, both REVs, all the brakes in normal braking, and a normal flap setting. If any of that ain't working your back to normal autobrake settings (as they did here) which works just like the Boeing one. Think B777 landing BKK some years back.
Overweight landing is thought of in a different light on the bus. And this took some time to get the head around when swapping from the Boeing. As long as the ROD descent is less than 360 feet per minute your basically good to go, with minor inspections. On the 380 if within 60T of MLW all you have to do is look at some software and burn the results to DVD, no engineer required. If over 60T the same software shows if and what inspections are required, its not as big a deal as the ACARS after landing on the Boeing.
Because of this Airbooooose decided to keep the fuel system simple, so each engine has 20ishT feeder tanks that can't be dumped. Even at max ZFW if you dump everything you should get close to the 60T about MLW. When fueling, some computer pumps the Fuel around the different tanks to get the Cof G to 39.5%, so if you haven't got full fuel, you mightn't have full feed tanks for takeoff. As a general rule of thumb, if you don't need to reduce weight due to performance, you don't need to dump.
Precautions due to hot brakes are pretty much the same for all aircraft. As tyres are tyres.
This crew made their best decision with the information, and experience they had at the time. Its very easy to say that you would have done something different when already knowing the outcome.
The Don