"The superior Pilot uses his superior knowledge to avoid situations which require his superior skills". This was often quoted when I was a junior Instructor years ago. Isn't this matter all about "training value" for the student and developing his limitations. If he can't cope with strong winds and he has had a long layoff then you made the right call.

Hear, hear. It surely also demonstrates to the student that airmanship includes the ability to say 'not today'. It brings to mind Helen Krasner's article in the October '19 edition of FTN about teaching airmanship by example.

TBH, I remain surprised at the lack of penetration into light aircraft training of modern flight simulation technology. A massive amount of (albeit not loggable) training experience can be built up on non-flyable days and evenings by an instructor giving lessons in any half-decent synthetic training device. When I abandoned a flying day at my microlight school, I'd offer to set up our simulator with "today's weather" - that'd usually satisfy the student that staying on the ground was a wise decision. What's more, the student made more progress in the simulator - which was usually carried through to the next real flight - for less expense than if they'd been taken up in near-limit conditions.
MB

Does the Operational Manual provide guidance as to limitations?

The other consideration was the benefit the customer was likely to receive.
The customer might concur with your decision. Perhaps a conversation with management might settle the matter. HoT most likely to wind his neck in........

OP please update if any developments

We're only a DTO but, a "Weather minima chart" is permanently on the notice board, setting out limits for solo students, dual flights and flights by licence holders (with a separate column for IR/IRR holders) for circuit details, local flights, longer local flights and landaways. It's been there since I started as an RF many years ago. The O.P.'s flight would never have left the clubhouse if it were ours. (And had the 27 knot gust happened at the critical moment the x wind component would have been much more than 11 knots)

I get accused of being a wimp, but I just take that as a compliment..............

What all FIs must be aware of is that should a serious/fatal event occur not only will the AAIB & CAA get involved, then M’learned friends will be after their pound of flesh as well.
Extremely expensive, long lasting, and stressful.

My advise to any instructor is that your ‘ legal eagle ‘ sits on your shoulder at work. You must be able to justify entirely all actions taken. Taking a calculated risk is simply fool hardy.
Having appeared as a witness at two Scottish Fatal Accidents Inquiries, it became obvious that any chinks in the armour will be fully revealed.

For ‘wimp’ read a ‘mature sound individual’

Part of my training, many years ago, was conducted by a "character" called David Coulson. Stick & rudder wise he certainly showed me what was possible to those with sufficient talent & I'll always be grateful for that.

..17G27..Excellent day for some landing practise (for an advanced student)..Everybody should experience these conditions at some point of their training, so they can judge the weather and their abilities better later on..After all, if you haven´t seen it before, you do not know what to expect..Instructor who is takes a student up only in good conditions, is doing a disservice to the student and himself..Eventually a day like this will come, be prepared..

Fly safe,
B-757

A stroll in the park for a B757, if that is your present/past ac. A somewhat blunt answer as to how to introduce someone.
Depends what you mean by “advanced student”. PPL? CPL? It is surprising what a limiting factor the xwc can be on light ac...
To gently nibble at it is probably the answer to gain experience.
Where you learn in the world is also a significant factor.
What is true is that “fair weather” bases don’t always prepare you for the real world if undergoing professional training. That also applies to instructors joining as FOs in northern latitudes.