THE PLT OF A CONVENTIONAL GEAR ACFT EXPERIENCED XWIND RELATED ACFT CTL PROBS; AND EXITED THE RWY. CTL WAS REGAINED WITH THE EXECUTION OF A GAR.

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MOMENTARY LOSS OF DIRECTIONAL CTL DURING THE END OF THE LNDG GND ROLL. WHEEL LNDG TECHNIQUE WAS USED ON RWY 24 AT CRQ. DURING THE APCH AND GND ROLL I OBSERVED THE WIND SOCK LIMP BUT INDICATING A 90 DEG R XWIND. AS THE ACFT DECELERATED I HELD THE TAIL UP WITH FULL FORWARD STICK. I REMEMBER THINKING THAT THE TAIL SHOULD BE COMING DOWN BY NOW BECAUSE OF THE LOW SPD ATTAINED. I THEN WENT THROUGH 4 YAW OSCILLATIONS WITH THE INITIAL DISTURBANCE BEING THE TAIL MOVING L. ON THE THIRD OSCILLATION I LOST DIRECTIONAL CTL ENDING UP OFF RWY 24 ON THE R-HAND SIDE. I DID NOT HAVE FULL AILERON DEFLECTION IN TO THE WIND DURING THE LNDG GND ROLL. THE LIMP WIND SOCK LULLED ME INTO A FALSE SENSE OF SECURITY. THE INSTANT THE YAWING OSCILLATIONS BEGAN I FAILED TO APPLY FULL AFT STICK. THIS WOULD HAVE LOADED THE TAILWHEEL AND PROVIDED TAILWHEEL STEERING. AS THE ACFT CROSSED OVER THE EDGE OF THE RWY ONTO THE DIRT I SIMULTANEOUSLY APPLIED FULL THROTTLE AND FULL R AFT STICK. DIRECTIONAL CTL WAS IMMEDIATELY REGAINED. THE ACFT ACCELERATED PARALLEL TO THE RWY AND AFTER A SHORT GND ROLL WAS AIRBORNE. I TEACH THE NEED TO APPLY XWIND CORRECTIONS REGARDLESS OF THE WIND VELOCITY; WHY I DID NOT APPLY WHAT I TEACH IN THIS INSTANCE? AS STATED ABOVE; I FIXATED ON THE USE OF THE RUDDER TO CORRECT THE DIRECTIONAL CTL PROB. I HAD AT MY DISPOSAL; BUT DID NOT USE; AILERONS -- FULL INTO THE WIND; ELEVATOR -- LOAD THE TAIL; TAILWHEEL STEERING; AND DIFFERENTIAL BRAKE APPLICATION. PROB: FIXATION AND THE RESULTING OMISSION OF OTHER OPTIONS.