The alerting system in the EK accident differed significantly from ROPS, so too the procedures.
ROPS is predominantly predictive system which alerts the crew to possible limiting conditions for landing before touchdown; an amber level alert.
After touchdown it provides instructions for the crew to mitigate a potential overrun if the conditions are not as expected; a red level warning.
ROPS has knowledge of the runway length and some met conditions, aircraft config and selected autobrake level.
The runway condition is as entered by the crew, thus some uncertainty.
https://flightsafety.org/wp-content/...ogan-Jones.pdf
The EK system was purely advisory and based on a distance beyond the runway threshold, not proportional to the actual runway length. Also the operator mandated a GA with any alert (amber level).
Thus the system had a different meaning than normal on the very long runway (EK).
The SOP was less relevant for safe operation with potential for confusion and ambiguity, which might have contributed to the final outcome. Also the aircraft did not indicate to the crew the change of system state, mode of operation for GA at low altitude.
The EK system might have been of value at Funchal; an audio alert - a fixed distance marker, but not at all like the benefit the ROPS provides.