As an Ag pilot in a former life I have done tens of thousands of downwind landings and one thing that I do know is that additional IAS is not your friend. The correct speed is the correct speed and one must anticipate the 'reverse' wind shear that will add IAS to a steady (if higher than 'normal') GS as one descents through the earth's boundary layer on short final. This additional found IAS is difficult to diminish at that late stage as the kinetic energy of the vehicle is significantly higher than for a headwind approach making airbourne deceleration difficult, extending float in GE and then requiring much higher brake reverve energy margins, possibly exceeding the braking capacity of the vehicle, just when you need it the most. With tail wheel aircraft the loss of rudder effectiveness at higher speeds can become an issue that means that the brakes are very important.
This same reversal of normal wind shear is also a major consideration in the event of a missed approach or go-around where the higher groundspeed, greater rolling friction delay the establishment of initial climb when added to increasing tilwind component result in a very flat departiure climb gradient, very scary if the go round descision is not made very early, sometimes well before touch down. often the reason for the tailwind landing is due to gradient of the strip so add rising terrain to the missed approch and you can be in a world of hurt, remember that the imoact will be much more severe at the higher kinetic energy.
There is no real substitute for the relatively inexperienced pilot than to seek an experienced instructor who can teach the the principles of this approach landing type, and the controlled practic that can improve approach judgment and enchance the situational awareness that leads to the capacity to accurately anticipate and correct for small variations in wind strength.
There was not much more rewarding in the good old days than landing off a turn in a strong quartering tailwind in a c180 on some short, narrow, goat track of an Ag strip and judging the landing roll to allow for a 180 degree turn right beside the loading unit without thrashing the brakes or applying any additional power form touch down, then in with the next load and you now have a lovely fresh headwind to help get your now ag overloaded 'wunny' back in the air. and you do that maybe a hundred times a day.....it really was a lot of fun...but we still didn't get paid enough
HD