A J2 PLT LANDED AT AOO ON A NON PREFERRED RWY DUE TO WIND DIRECTION AND VELOCITY

Narrative

NO RADIO J3 CUB INBOUND TO AOO FROM SE. TPA =2500! INSPECTED LNDG CIRCLE AND WINDSOCK FROM OVERHEAD AT 3000! WINDSOCK INDICATED RWY 02; WIND APPEARED TO BE 6 TO 8 KNOTS IN WINDSOCK. PERFORMED CROSSWIND JOIN TO RWY 02 AT 2500! NO OTHER ACFT VISIBLE ANYWHERE IN TFC PATTERN. NORMAL NO RADIO PATTERN TO SHORT FINAL RWY 02. ON SHORT FINAL; SAW CESSNA 172 LNDG ON RWY 20. WENT AROUND CHKED WINDSOCK; STILL FAVORING RWY 02 WITH 6 TO 8 KNOTS OF WIND FILLING WINDSOCK. DURING DOWNWIND FOR RWY 02 SAW KING AIR LAND ON RWY 20 AND TAXI CLR; AFTER TOUCHDOWN ON RWY 02; SAW TWIN CESSNA ON 1 TO 2 MI FINAL TO RWY 20 START GAR. AFTER CLR RWY 02; CHKED WINDSOCK; STILL FAVORING RWY 02 W 6 TO 8 KNOTS OF WIND FILLING SOCK. AFTER SHUTDOWN; COMPLAINTS THAT MY USE OF RWY 02 FORCED TWIN CESSNA TO ABORT LNDG; CLAIMED I SHOULD KNOW THAT PREFERRED RWY IS RWY 20 IN AFD. MY RESPONSE; '6 TO 8 KNOTS OF TAILWIND MAY BE ACCEPTABLE FOR TWINS; BUT NOT FOR J3-CUB;' WAS NOT ACCEPTED AS REASONABLE. NONE OF THESE ACFT FLEW A REGULAR TFC PATTERN; ALL MADE STRAIGHT-IN APCHS TO RWY 20 (WERE THESE ILS APCHS)? COMMENTS: 1) EMPHASIZE TO ALL PLTS THAT NON-RADIO ACFT ARE TYPICALLY LIGHT AND LESS ABLE TO ACCOMMODATE WIND CONDITIONS THAT ARE ACCEPTABLE TO OTHERS: SO 'PREFERRED' RWY 20 HAD DIFFERENT INTERPRETATIONS. 2) DEFINE IN AFD; UNDER WHAT WX CONDITIONS THE 'PREFERRED' RWY IS TO BE USED! DON'T LEAVE THIS TO PLT DISCRETION: A TWIN CESSNA CAN 'PREFER' MUCH MORE TOLERANTLY THAN A J3-CUB! 3) PROVIDE TRAINING AND GUIDANCE ON HOW TO INTERPRET WIND SPEED FROM A WINDSOCK! I'M UNAWARE OF ANY GUIDANCE AT ALL. I BELIEVE WIND WAS 6 TO 8 KNOTS. WITHOUT RADIO; I COULD NOT COMPARE MY INTERPRETATIONS TO AWOS.