Most of the modern aircraft have autothrottle capability.
This allows for a reasonably 'stable' approach on final ('stable' being defined by individual companys). With the notable exception of Boeing aircraft, the autothrottle system works quite well. Boeing's philosphy is "autopilot off, autothrottle off", whereas both Airbus and MD (now Boeing South) strongly recommend the ATS remain in unless broken.
By using the normal practice of flying a jet, ie, thrust for speed, pitch for vertical speed, it is desirable to land the airplane without putting the nosewheel, or more, into the soft stuff beyond the runway.
I would prefer to have a large tailwind on final backing/veering to a headwind at 50ft. Both the Airbus family and the MD11 ATSs work remarkably well in handling fluctuations in airspeed on final approach.
A quick check of an old QRH shows the MD11 at MLW, approach speed is about 165kts. With a 10kt tailwind, the increase in landing distance is approximately 450m for a wet runway and approximately 200m for a dry runway. Also, MD recommends that only 5kt be added to VREF up to 20kt of windspeed, except for a tailwind, which is still only 5kt additive irrespective of TWC.