CB downwind landings are as common as muck in the commercial world...it's simply technique. While a bush pilot in PNG I regularly (like 10-15 times a day) landed on short, one way bush strips with significant tailwind components. Speed control and flightpath control are, of course, paramount. Less power at the same speed will give you a 'steeper' approach which the tailwind flattens out for you so it's all as per normal until the flare. An 'abbreviated' flare (best way I can describe it) will ensure you touchdown at the required spot and believe me you don't operate into fields where the LDA is short enough to cause a worry on rollout....unless you are landing on wet grass.
One spot I operated into with monotonous regularity was Garasa...380m, flat, rough and while two way I would regularly take 6-8kts up the clacker in an Islander rather than 'waste' time flying a circuit. My home base for a year was Chimbu where most afternoons brought 15kt tailwinds for landing...Chimbu was 1000m, sealed but one way due terrain. Elevation was 5000' amsl at ISA+20. We operated a C185 and BN2 there and the winds never slowed us down (forgive the pun
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Go out and do a few more and you'll soon get the hang of it. Remember speed spot on 1.3VS, power as req to keep the approach under control and don't hold off in the flare, just round out with speed washing off towards Vs, i.e. reduce power to idle a few seconds earlier, and instead of holding off just let the airplane land.
In general as far as turn backs are concerned they are very airplane specific. They work really well in the smaller Cessna singles but Pipers don't do them well at all. When current and practised I could turn a C152 around in < 150 and that after counting 1 thousand, 2 thousand, 3 thousand after simulated engine failure to account for the oh !!!!e factor. After that lowering the nose, slapping down full flap and rolling on 60 deg AoB and pull to the nibble had you around the corner before the flaps were 1/2 way down. As mentioned you are not attempting to maintain height just minimise height loss so wing loading is not as high and the flaps extending throughout the turn offset, to some extent increased stall speed and help 'balloon you around the corner'.
It's a very dangerous manouver and should only be attempted when well practised in the particular aeroplane and when straight ahead is a worse option. It's was also something I briefed before takeoff...never leave the decision until 300' on initial!!!
Chuck.