All things equal landing in a tailwind gives an airspeed increase due to shear (reducing tailwind). So you are already landing with a tailwind and then you can end up a few knots fast - something to watch for.
Also the energy is proportional to the speed squared so a few knots fast makes a big difference in terms of stopping. Throw in a wet limiting runway with poor drainage and you may not make it.
Very pertinent, especially if the runway is effectively only 4,900' (<1,500m) long by the time you touch down. I'd think the wet/contaminated plus tailwind figures for that length would be marginal if not a guaranteed overrun.
I think some of the problem is that rejecting a landing, i.e. a G/A after T/D, is a difficult manoeuvre to initiate psychologically, especially if you've never attempted it before or haven't discussed the option previously. I did a sim module recently combining theory and practice and it was most educational; shortly afterwards I came within seconds of doing it for real after a poor & floaty attempt of mine at landing.
There's a "I'm going to land" mindset that (I find) develops during the approach as you put the gear down, are given landing clearance, get the appropriate reference at "decide", pass over the threshold, retard the thrust levers, etc. Each of those events in the past were normally associated with a successful landing, so they act as a sort of reassurance that all is well. It's bordering on hypnotic and I have to almost sit on my own shoulder and say to myself: "No, something could
still happen to mess up this landing - be prepared to throw it away, even after T/D." I have to say it's easier said than done...