Hi
andytug,
AFAIK you are right. In my experience on a wide variety of types, the crosswind "limit" (often referred to as "the maximum demonstrated [in certification]") was always a wind component. So, for example, a 35-knot maximum would allow (say) a 50-knot wind up to about 44 degrees off the runway bearing; a 30-knot maximum would allow (say) a 40-knot wind up to about 50 degrees off. One complication is any stipulation relating to gusts.
When using the crab technique, the angle required to track the runway centreline at a given crosswind component will increase as the aircraft's TAS (true airspeed) decreases. On a given type, and if everything else remains equal, the TAS reduces with the all-up weight (mass). So an empty aeroplane will fly at a larger crab-angle than one at maximum landing-weight.
On big jets, a crab-angle of over 20 degrees when crossing the threshold is not uncommon. On smaller, slower types - such as feeder-liners - it may be considerably higher. That's when the side-slip technique (see my previous post) really comes into its own on types that permit it.