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Chuck, the great thing about most taildraggers is that they ALSO suffer from significant adverse yaw, which is, for those of you who aren't familiar with it, a condition caused by the downward-deflecting aileron on the outside wing having more drag than the upward-deflecting aileron on the inside wing, which yaws the nose opposite the direction you are commanding with the roll.

Anyway, the point of the aerodynamics lecture is that most taildraggers have "one-and-a-half rudders" or a rudder of sufficient size and power to overcome adverse yaw, and also to be able to control the airplane on the takeoff roll, when the airspeed is low and the left-turning tendency is high and varying as the tail comes up (p-factor and gyroscopic precession) the power comes up (torque) and the airspeed comes up (spiraling slipstream). This will require a varying rudder input all the way to cruise.

That all means that many taildraggers can handle crosswinds pretty damn well, but it also means that the PILOT has to have pretty good technique.

What's sexy about coming over the fence at 100 KIAS with a 20 knot crosswind? Most jets have a small rudder so they autocoordinate in flight, though, so I can understand why they would crab with the ailerons before transitioning to a forward slip.