It’s an interesting thread this one, and I’ve been pondering a reply for some time.
I believe the real answer lies inbetween many of the posts so far. When I was taught to fly tailwheel (RAF Chipmunk 1969 – 72), we only flew three-point landings, kicking off drift from a crabbed approach. There was only one groundloop from some 120 students in three years. We had a cross wind limit of 10 knots on grass.
Many years later, I converted to the T6 and flew it for over a hundred hours in both the civilian an RAF fields; both operators advocated wheeler landings in crosswinds, from a wing down appoach. The cross wind limit here was 15 kts civil (self imposed) and 10 kts military.
I’ve since flown many other tailwheel types (light aircraft, heavy metal and twins) and I’ve come to the conclusion that the three pointer, in crosswind or otherwise, is the least likely to lead to ground loop. What is critical is that as they touch, the wheels should be pointing in the same direction as the aircraft is moving relative to the ground. Hence, the wing down technique – which means a two point landing in a cross wind (main wheel and tail). At this time, the controls will be set perfectly for the wind and the aircraft can be flown to a stop as the second mainwheel slowly comes down and the machine decelerates to rest. I use a crabbed approach and lower the wing in the latter stages to land wing down with the aircraft stable. In stronger cross winds, I'm much happier with this type of approach.
My reason is that wheels on the ground infront of the aircraft C of G de-stabilise, whereas wheels behind it stabilise. On a wheeler landing, the only ground contact is in-front of the C of G, hence it is de-stabilising. The only stabilising input the pilot has is the rudder (we can look at twins another time), and it will take some time to lower the tail to get the tail wheel on the ground to help the situation. During this time, you should have idle thrust (no energised airflow over the rudder), propeller torque and gyro effects against you (albeit of small value) and a rudder that’s sinking into the turbulence behind the fuselage. Better, therefore to do all this in the air (without the de-stabilising effect of the mainwheel op the ground), and touch down with the tail down, where the tailwheel can help you instantly, when the mainwheel will be de-stabilising you.
However, that said, it really is horses for courses and if a wheeler works for you, then use it.
As a final point, I agree with Chuck on the Beach 18, I’ve only ever wheeled it on, but I’ve only ever landed an Anson three-point, and I’ve yet to experience problems. There are aircraft that must be wheeled on, due mainly to tip stalling – the DH Comet and Rapides, for example (which I haven’t yet flown). There are also aircraft that must not be wheeled. For example, if the Sopwith Pup is wheeled on it will ground loop every time (that’s why it has wing tip protecting hoops!). Even when switched off, the gyroscopic precession caused by the rotating engine will, as the tail is lowered, overpower the minimal righting force from the miniscule rudder and round you’ll go!