Luscombe 8A pilot reported a loss of control during landing on a training flight; resulting in some damage following a runway excursion.

Narrative

On; Day 0; I proceeded to perform some pattern work at airport ZZZ. The weather at the time was VFR conditions of a clear sky and visibility very clear; beyond 10 SM. Winds were light at approximately 6 KTS with an occasional gust to probably 9 KTS; from approximately 080 TO 090 per indications from the windsock. Checking weather conditions of other area airports showed generally the same wind conditions (ZZZ1/ZZZ2). This provided a direct crosswind for landings on runway XX. My intention was to practice crosswind landings with relatively light winds.On my first takeoff and pattern; I did have to crab somewhat to maintain course. At about 100 feet AGL; there was some noticeable; slight turbulence; but nothing that was concerning to me. My first and second landings were relatively uneventful; but directional control was challenging while performing the wheel landings. On my third landing the aircraft began to veer right. I was able to regain directional control and go around before dropping the tailwheel. I was able to liftoff as I was veering off the runway to the right. My self-assessment on that landing was that I was not holding sufficient right aileron into the wind which caused the weathervane effect to the right.My last landing was the ground loop incident. After the third landing; I made a mental note to affirmatively maintain right aileron to maintain my course over the runway and firm left rudder to maintain directional control in line with runway XX. I believe I was maintaining right aileron and landed with a slight bounce. The bounce was minimal. As the main wheels contacted the ground again; I positively pushed forward on the control stick to maintain affirmative contact with the runway. I maintained slight power through this portion. As I established contact with the main wheels; I began to reduce power. As I reduced power the aircraft weather vaned to the right. I made a corrective input with left rudder when this occurred; but the aircraft did not respond to the input and continued to the right. I am not certain; but I think I may have added a little power to do a go around. I quickly realized that I did not have the directional control to perform a go around and promptly pulled back the throttle. The aircraft proceeded to veer off the runway to the right.There was a shallow drainage culvert approximately 100 feet to the east of the runway. I had too much energy to stop from going into the culvert. Upon going into the culvert; the right main gear broke near the axle. I remember feeling two bounce impacts on hitting the culvert. Due to the breakage of the right main gear; the aircraft pivotally turned on the broken gear approximately 210 degrees; I estimate. As the aircraft lost momentum; it nosed over and the propeller struck the ground. Ground markings indicated likely 4-5 rotations before stopping.After coming to a complete stop; I insured the throttle was completely shut; turned off the magnetos; and then turned off the fuel valve. I was able to exit the aircraft without incident. I received no injuries during this event. No one else was on board the aircraft.The aircraft is a 1946 Luscombe Silvaire 8A. Up to the end of this flight; I have 15.9 hours in this Luscombe airplane type. I have 461.5 hours flying Piper PA-18s tailwheel airplanes for an organization. My total tailwheel time is 477.4 hours.My total fixed wing; single-engine land (SEL) time is 1222.9. My total rotor-wing time is 3510.0. My total combined flight hours are 4732.9.My self-assessment of the incident is that as I slowed after touching down on the mainwheels; there was insufficient air flowing over the rudder for proper directional control and my tailwheel was still in the air. This is a phenomenon I had noticed with the Luscombe and I had realized that on other wheel landings; as power was reduced; it was important to get the tailwheel on the ground for directional control.I believe proper procedure on wheel landings should be to maintain a little power; slightly reduce with contact; but still have power to insure rudder directional control; and as velocity decreases; promptly pull the tailwheel to the ground. Additionally; rudder rigging should not be loose at all.When I bought the aircraft; I had a CFI fly with me on the initial flight since it had been over 15 years since I had flown a PA-18 tailwheel airplane. The dynamic directional control inputs required of the Luscombe on landings was evident. I proceeded to fly the aircraft in relatively benign; low wind or very little crosswind conditions to gain experience handling this type of aircraft. My intentions for this flight were to work up my experience with a crosswind that was of a velocity that I felt was manageable with my current experience in the airplane.