B737 MAX Captain reported experiencing aircraft control issues during heavy winds.

Narrative

I have concerns over Dispatch's flight planning; the need to burn off fuel; severe weather at ZZZ; and most importantly; poor aircraft control ability in conditions of high gusting winds; heavy weights; and short runways.WEATHER: We were operating Aircraft X from ZZZ1-ZZZ; with an alternate of ZZZ2 and alternate fuel of 2.9. Two lines of thunderstorms were headed toward ZZZ; and the METAR history was showing winds around 35-40 kts. Our planned arrival time at ZZZ was XA:15Z; and the relevant ZZZ TAF portion was:FM Date time 21022G38KT P6SM VCSH BKN040TEMPO DATE 23030G45KT 2SM TSRA OVC020CBINITIAL PLANNING: Our planned arrival fuel was X.X (alternate fuel was Z.Z). We were operating nearly full; so I knew the aircraft would be super heavy. While at the gate in ZZZ1; Dispatch indicated that they wanted to add 3;000 lbs of fuel. On the phone; I explained that I didn't want the aircraft any heavier than needed (this would make landing even more difficult); and I was not going to agree. The Dispatcher agreed to my request.Weight and balance and burning of fuel: At cruise (landing fuel was around X.X); south of ZZZ2; the FO (First Officer) and I ran initial weight and balance Landing Data for Runway XXL. It came back as invalid; indicating that we were 2;000 lbs too heavy to land. We ACARSed Dispatch; who verified the problem. The FO and I hatched a plan to descend; fly box patterns; and enter holding to burn off fuel. Running weight and balance scenarios; weight and balance only provided a positive stopping margin if landing fuel was around X.X (hence; we were 2;000 lbs too heavy). The FO and I questioned:1) How Dispatch could have wanted to add 3;000 lbs back in ZZZ1 given that we were already 2;000 lbs too heavy; and 2) How this problem arose in the first place. I believe the FO commented that the runway calculations on the release were figured using CALM winds. Again; ZZZ winds were around 35-40 kts. As we flew in circles and holding; the ride was very rough and was likely extremely uncomfortable for our Passengers. Because of the need to get landing fuel down to around A.A; this invalidated ZZZ2 as an alternate (it required fuel Z.Z); so we ACARSed Dispatch to amend the release to show ZZZ3 as an alternate (fuel Z.Z). After burning off fuel; I believe the last weight and balance we ran indicated stopping margin XXX (all other values were zero). The relevant METAR was:ZZZ Date/Time 20021G40KT 10SM BKN023 BKN060 OVC080 18/13 A2966 RMK AO2 PK WND 20040/0308 T01780128APPROACH INTO ZZZ: The FO and I briefed a go-around due to high winds. Rides were extremely rough in the descent; and we flew the RNAV-Y XXL. At 2;300 ft. AGL (3;000 ft. MSL); winds were 72 kts. At around 1;500 ft. AGL; winds were 60 kts. VTarget and VRef were 138/153. It was extremely difficult controlling airspeed; and we experienced a +15/-10 wind event; which caused a flaps 40 overspeed of 2 kts. I considered diverting to ZZZ3; but the winds were just as bad there.TOUCHDOWN: Pitch control was very difficult. Attempting to get the aircraft down at the 1;000 ft. fixed distance marker (and no further than 1;500 ft. down the runway); and at around 15 ft. AGL; I experienced a sudden right gust and the nose of the aircraft dropped quickly. I attempted to recover with aileron and elevator; but the aircraft seemed to be uncontrollable - it just 'fell' onto the runway in an attitude that I believe was a simultaneous nose wheel and right main touchdown. I believe the aircraft landed perhaps 200 ft. beyond the 1;000 ft. marker. I immediately thought to advance the thrust levers and initiate a sudden go-around; but I realized that the aircraft was on the runway; so I initiated reverse thrust to stop. I can characterize the entire touchdown as seemingly not in control.HEAVY WEIGHTS AND GUSTING WINDS: This is now the third recent landing at ZZZ in a [aircraft type] in high; gusting winds; where 1) The aircraft was not adequately controllable in the flare; and2) There was insufficient runway to 'fix it.' I believe there are major problems of 1) Gusting winds at ZZZ; which can literally be a sudden headwind/tailwind switch in the flare; 2) landing speeds that are simply too high at heavy weights and gusting winds; 3) body attitudes that are dangerously flat due to the high VRef at heavy weights and gusting winds; and 4) ZZZ runways that are too short to allow any adjustments when hit by a gust. And; I am not convinced that a go-around after touchdown in high gusting winds is safe or advisable - after the aircraft hits the runway; combined with a sudden crosswind/tailwind gust; the aircraft can lose so much energy that putting it back in the air could be disastrous. I have no idea if the aircraft will really fly or not; or what the gusting winds will do at such a low energy state; 10-20 ft. above the runway in an 'urgent' or 'emergency' go-around.