Its not any different between GA or flying a bigger aircraft. They might have more thrust / power, but that thrust / power is used to carry more load. An overpowered aircraft does not exist, it simply means you could add more load 
. Eventually you run into the same kind of problems. Maybe for climb out its less of a penalty, but then you always need to take engine failure into account so even that can be limiting when heavy.
Obviously you need to calculate the take-off and landing performance using 150% of the tailwind component or 50% of the headwind component before accepting take-off or landing with a tailwind, and never exceed the aircraft tailwind limit (usually 10 / 15 kts). As a rule of thumb, a 10% increase in landing speed increases the landing distance by 20%.
In most cases it is sacrificing a little bit of performance for operational efficiency, like with everything in aviation its a risk assessment. Sometimes it could even be safer, for example to avoid weather or when there is a low level inversion where headwind would otherwise turn into tailwind after take-off (windshear). Avoiding high terrain or obstacles by taking off or landing in a tailwind.
I don’t know what fields you normally operate from, if the take-off / landing distance is limiting than you don’t accept a tailwind of course. When I was an instructor we used to calculated the take-off / landing distance using forecasted wind (50% or 150%), slope, surface and condition (e.g. wet or dry), than factor take-off distance times 1.25 I believe, for landing times 1.43 (landing within 70% of the LDA), so we always had plenty of margin.