A TAYLORCRAFT EXITED THE RWY AND STRUCK THE PROP AFTER AN UNQUALIFIED PILOT APPLIED THE LEFT SEAT ONLY BRAKES TOO AGGRESSIVELY WITH THE FLYING PLT IN THE RIGHT SEAT.

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MY ACFT HAS A TAILWHEEL; NO ELECTRICAL SYS; ONLY 65 HORSEPOWER; AND HEEL BRAKE PEDALS ON THE L SIDE ONLY. ON THE DAY OF THE INCIDENT; I TOOK A PAX TO A FLY-IN BREAKFAST AND AIR SHOW AT ZZZ. HE IS A NEWLY-LICENSED PVT PLT WITH 48 HRS IN PIPER PA28'S (TRICYCLE GEAR AND TOE BRAKES); AND DOES NOT YET HAVE A TAILWHEEL ENDORSEMENT. HE HAS FLOWN WITH ME IN MY ACFT SEVERAL TIMES BEFORE; WHILE HE WAS A STUDENT PLT. AT THE FLY-IN; THE MARSHALLERS PARKED US IN A GRASS FIELD. WHEN WE WERE READY TO DEPART; THERE WAS NOTHING NEARBY TO WHICH TO TIE THE TAIL; SO I HAD MY PLT PAX SIT IN THE L SEAT; HOLDING THE BRAKES AND HANDLING THE THROTTLE WHILE I HAND-PROPPED THE ENG. I THOUGHT THIS WAS A SAFER ARRANGEMENT THAN HAVING HIM HANDLE THE PROP. WE HAD A HEADWIND FLYING BACK TO MY HOME FIELD; ZZZ2. NEARING ZZZ3 I CALCULATED GND SPD AND ETE FOR THE REMAINDER OF OUR FLT. WE HAD 30 MINS TO GO; AND SOMEWHAT MORE THAN AN HR OF FUEL REMAINING; SO I DECIDED TO LAND AT ZZZ3 FOR FUEL. ZZZ3 HAS NO AWOS; BUT THE WINDSOCK WAS INDICATING WINDS FROM 090 DEGS. (MY WX BRIEFING THAT MORNING INCLUDED THE ZZZ4 TAF FOR WINDS 090 DEGS AT 8 KTS; AND THE FORECAST WINDS ALOFT AT 3000 FT WERE 090 DEGS AT 5 KTS.) THE RWY CHOICES AT ZZZ3 WERE XX/XY; 150 FT WIDE GRASS; OR XZ/XW 75 FT WIDE CONCRETE. I CHOSE THE 50 DEG L XWIND RATHER THAN A 90 DEG XWIND ON RWY XX/XY. ON L BASE; I TOLD MY PAX THAT I'D BE HOLDING A L SIDESLIP ON FINAL FOR THE XWIND; AND PLANNED A WHEEL LNDG FOR BETTER RUDDER CTL IN THE XWIND. HE SAID; 'LET ME KNOW WHEN YOU NEED THE BRAKES.' AT THAT POINT; I EXPECTED I WOULD ONLY NEED HIM TO APPLY THE BRAKES AS WE ROLLED TO A STOP AT THE FUEL PUMP. I ENCOUNTERED STRONG L XWIND GUSTS ON FINAL. HOLDING THE L WING DOWN AND MAINTAINING RWY ALIGNMENT WITH THE RUDDER; I REDUCED PWR AND TOUCHED DOWN WITH FIRST THE L MAIN WHEEL; THEN THE R. I WAS DECELERATING; IN THAT VULNERABLE TRANSITION PHASE IN A WHEEL LNDG WHEN THERE IS LESS AIRFLOW ACROSS THE RUDDER BUT THE TAILWHEEL IS STILL OFF THE GND; WHEN A GUST FROM THE L WEATHERVANED THE NOSE OF THE PLANE TO THE L; LIFTING THE AIRPLANE OFF THE L MAIN WHEEL. I LEVELED THE WINGS AND KEPT THE R WINGTIP FROM HITTING THE RWY; BUT WITHOUT ADEQUATE RUDDER CTL; THE AIRPLANE ROLLED OFF THE L SIDE OF THE RWY. THE THROTTLE WAS AT IDLE; BUT THE AIRPLANE ACCELERATED AS IT ROLLED THROUGH THE GRASS THAT SLOPES DOWN AWAY FROM THE CONCRETE RWY. THE AIRPLANE WAS ROLLING TOWARD A FIELD OF 6-FT-TALL CORN BESIDE THE RWY WHEN I SHOUTED; 'BRAKES!' AT THAT POINT; MY PAX; WHO HAD BEEN HOLDING HIS HANDS AND FEET CLR OF THE CTLS; STOMPED ON THE HEEL BRAKES. THE BRAKES (WHICH WERE WELL-ADJUSTED WITH NEW LININGS INSTALLED JUST 2 MONTHS BEFORE) LOCKED THE WHEELS; AND THE AIRPLANE PIVOTED UP ONTO ITS NOSE; COMING TO AN IMMEDIATE STOP WITH THE PROP HORIZ ON THE GRASS. THANKS TO SHOULDER HARNESSES INSTALLED DURING THE AIRPLANE RESTORATION 2 YRS AGO; THERE WERE NO INJURIES OTHER THAN A SCRAPED KNEE. THERE WAS NO SUBSTANTIAL DAMAGE TO THE AIRPLANE; BUT THE WOODEN PROP WAS CRACKED; AND THE SPINNER; NOSE COWLING; LOWER COWLING; AND AIRBOX WERE DENTED. LESSONS LEARNED: I SHOULD NOT HAVE LET A PLT WITHOUT TAILWHEEL EXPERIENCE OPERATE THE ONLY SET OF BRAKE PEDALS. AFTER HAND-PROPPING THE ENG; WITH IT SAFELY STABILIZED AT IDLE; I SHOULD HAVE HAD HIM SET THE PARKING BRAKE AND SLIDE OVER TO THE R SEAT WHILE I TOOK THE L SEAT WITH THE BRAKE PEDALS. WITH A LIGHT TAIL-DRAGGER; SOMETIMES A 90 DEG XWIND ON A WIDE GRASS RWY MIGHT BE PREFERABLE TO A 50 DEG XWIND ON A NARROWER PAVED RWY. WHEN ENCOUNTERING GUSTY XWINDS ON SHORT FINAL; I SHOULD HAVE CONSIDERED A GAR; TO EVALUATE AN APCH TO THE OTHER RWY; OR TO THINK ABOUT DIVERTING TO ANOTHER ARPT WITH A RWY ALIGNED MORE INTO THE WIND. IT IS MORE DIFFICULT TO HANDLE A TRICKY XWIND LNDG FROM THE UNFAMILIAR R SEAT. IF I HAD HAD MY L HAND ON THE WHEEL AND MY R HAND ON THE THROTTLE AS USUAL (RATHER THAN THE OPPOSITE); I MIGHT HAVE BEEN ABLE TO REACT MORE QUICKLY AND PRECISELY; AND KEEP THE AIRPLANE ON THE RWY.