All of the discussion on this thread seems to be focussed around tailwind ops for GA aircraft. In fact, there are many airline transport operations (including four engined heavy jets) into mountain/fjord airports which require tailwind approaches for good and valid safety reasons, such as: terrain clearance, severe turbulence in specific meteorological conditions, downdrafts in katabatic winds at airfields with glaciers nearby, etc.
The need for tailwind approaches was recognized in the certification to FAR 25 rules of the Dash 7 for steep approach capability, as an airplane which could be found in many of the more unusual airfields of the world:
Courchevel, France
Aspen, CO
London City, LCY
Unst, Scotland
Narssarsuaq, Greenland
Sondrestromfjord, Greenland
etc., etc.
In order to approve the 7.5 degree approach the certifying authority (TC) defined an ultimate requirement for the aircraft to capture the steep approach slope from 2 degrees above the glide path, with one engine inoperative, i.e. a 9.5 degree, three engined descent capability.
When operators subsequently expanded the requirement for tailwind approaches at high altitude airfields, the Dash 7 was eventually certificated for 7.5 degree approach and landings in 20 knot tailwinds at runways with elevations up to 10,000' ASL plus, including with one engine out.
The procedures are contained within the approved AFM and do not demand exceptional pilot skill, of course. Although I stand to be corrected, I am not aware of any runway overrun accidents in the 30+ years of Dash 7 fleet operations wordlwide, but no doubt somebody can prove me wrong!