Firstly, you should note that landings don't generally vary by all that much. Probably 300 feet short, to 700 long would cover 99.5% of them all. As often as not, those super greasers that passengers and cabin crew love....are at the long end of acceptable. I just aim for the 3 wire, and accept the smoothness, or lack thereof....
Now you mention the tailwinds in Dubai sometimes leading to long landings. I am flying on the A380 to Dubai out of BNE on monday with Emirates. Would pilots operating frequently in and out of DXB become accustomed to the tailwind issue or is it not consistent enough to get a 'feel' for?
I'm quite sure the Emirates guys know how to handle Dubai.
A tailwind can have a number of effects. Firstly there's the limits. Only 15 knots maximum with flap full, and 10 if using flap 3; so way less than a headwind. If the tailwind hangs in, and is basically a steady situation down to the flare, you'll arrive with less power than usual, and a higher groundspeed. The sink rate is higher, and there's more vertical energy to dissipate. It's very easy to underflare...
If, on the other hand, the tailwind is stronger during the approach than it is approaching the flare (for instance 15 knots of tailwind becoming calm on the ground), you're effectively running into a 15 knot shear. The airspeed increases, and the aim point tends to move into the runway. So, you need to pitch down slightly, and need to reduce the power.
As you come into the flare, the aircraft response can vary quite a lot...and there's less if the power has been reduced early.
You can either carry some more speed, or use less flap, if the day is especially gusty.
All landings are dynamic...there are no rules other than "don't bend it".
In contrast, would the slight incline/decline of Melbourne 34/16 be easier to get a feel for if the pilot operated there frequently enough?
Most places are simple enough as long as you have a think about them beforehand. Melbourne 34 can be easily handled by simply flaring a little earlier than usual...the upslope will take care of that extra few feet. If it's gusty, then leave the power a bit longer. The old Hong Kong...nobody ever flew through the centreline off the IGS approach if they'd thought about the wind first...it gave you a bank angle to select for the turn. MEL 16..flare, and let it land...don't hold it off at all...and again the slope will smooth it out.