One aspect that often doesn't seem to be appreciated is that, assuming a "normal" wind gradient, you can expect any shear to result in an increase in IAS when on the approach. If uncorrected this can result in excess speed and you are already landing with a tail wind component! All the more reason to fly the correct target speed and land at the right point on the runway and if not Go Around.
Be aware that energy is a functon of Speed SQUARED - a bit of extra speed makes a BIG difference.
I see two "compartments" here.
1. PLAN correctly - if necessary go into the hold and carefully check all the options. (With my last operator we landed at a lot of airports with an instrument approach on the single (short) runway in one direction so the only way you could get in if the cloudbase was a bit low was landing with a tailwind or else divert). When you check the (Boeing) Advisory distances err on the side of caution (if it's a 7 kt tailwind, assume 10kt; if you're not sure about Runway State due atc vagueness, assume WET etc). Use Flap 40, if you are not sure go for HIGHER autobrake setting - even MAX.
Remember the figures given are ABSOLUTE (as you are in the air as opposed to despatching)
If you are not happy, NOW is the time to make the decision to divert or hold etc.
2. Execute the PLAN but keep it under review! If conditions change make an early decision to Go Around etc.
If the wheels are not on the ground at the right point then GO AROUND.
Don't delay on selecting MAX Reverse and tranferring to MAX MANUAL braking, if required - don't back off on the stopping effort until you are ABSOLUTELY sure you can stop it on the tarmac - if necessary bring the a/c to a COMPLETE stop on the runway to be sure.
Also, practice every landing as though it's on a limiting runway so that you are confident you can plant the a/c consistently at the right point on the runway.