When the wimpiness started

Dan Thomas said:
That theoretical point behind the CG will vary even with the same airplane. Traction of the mains AND tailwheel will change it. Rudder authority (airspeed) will change it. Use of aileron will change it. Pitch attitude will change it. Brake efficiency will change it.

It comes down to keeping that airplane straight with the direction of travel no matter what. You can never be sure just how much crab you can deal with at any given time. For this reason, every crosswind landing brings risks, and sometimes you have to abort and go elsewhere or find a different runway. I once had to abort a landing in the 180, and land into the wind in a field adjacent to the runway. You do what you have to do. Running out of rudder is not funny.
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Substantial experience has joined the conversation. Sometimes the taxiway, the field adjacent, or the next airport is the only choice.

Landing a 180 on a skinny runway with 15-18 knots direct, running out of rudder, and then using a little braking to keep it straight is when you know the limit has been reached. Ideally you never get there but it happens.
 
Steamflyer said:
Substantial experience has joined the conversation. Sometimes the taxiway, the field adjacent, or the next airport is the only choice.

Landing a 180 on a skinny runway with 15-18 knots direct, running out of rudder, and then using a little braking to keep it straight is when you know the limit has been reached. Ideally you never get there but it happens.
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I worry more about gusts than steady crosswinds. I'd much prefer 15 direct than 10 G 20. I know my limits with crosswinds (about 15 direct). Gusts are nasty little surprises.
 
Rudder isn't the only tool available for crosswind landings in a taildragger. Differential braking can save your bacon in a poorly timed gust.
 
Steamflyer said:
Landing a 180 on a skinny runway with 15-18 knots direct, running out of rudder, and then using a little braking to keep it straight is when you know the limit has been reached. Ideally you never get there but it happens.
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That abort I did was in winds of over 20 knots at 70° to the runway. The max demonstrated crosswind component for takeoff or landing is only 12 knots for that airplane.
 
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