Poetpilot's post prompted me to add this...
On both my taildraggers, the tailwheel and tailspring geometry is such that as the tailspring becomes "tired" and adopts a more relaxed shape, the rudder sits slightly nearer the ground and the chains that connect the rudder horns to the tailwheel steering horns become slacker.
My PFA inspector (also a licensed engineer) insists that I frequently re-tension these chains by removing a link.
On the odd occasion when I have flown similar types with slack tailwheel steering chains, the ground handling - especially when slow maneouvering close to other aircraft or obstacles is required leaves a lot to be desired! Obviously as speed builds up it is not such an issue as the rudder becomes energised but the amount of deflection required is greater than the correctly tensioned set up. You also experience a lot of free play which proves that you are not getting full tailwheel deflection.
On the Maule type tailwheel which has a "straight ahead" detente, slack springs allow "straight ahead" to disengage too easily.
I also regularly drop the tailspring and check that the spring and retaining bolts and saddles are in good nick as several years ago I made a very exciting excursion off a runway when the bottom leaf decided to fracture after a super smooth landing. The rudder and spring shook hands and this locked the rudder up. I exited stage left rapidly and nearly managed to stand somebody else's pride and joy on its nose as I stood on the brakes!!
Tail springs take a lot of punishment and do fail. It pays to make sure that they are well looked after.
Stik