All my flights are VFR, as a I fly a little tailwheel microlight I need to define the weather in which I fly quite closely.
Winds, due to my slow speed the limitations that I stick to are upper winds no higher than 25kts unless as a tailwind, 20kts down the runway and a crosswind componant of 14kts. The last is not an aircraft limitation and I have handled up to 18kts crosswind and I know the aircraft can do better than that, it is rather due to a lack of pilot skill.
Cloudbase, my limit is 1500' as I dislike scud running and any lower than 1200' makes conventional nav hard work with more time looking inside than I am comfortable with. I mostly fly in a fairly busy area and rely on the excellant visability of my chosen aircraft to keep me clear of traffic.
Vis, my limit is 7K unless flying into sun, this gives me the options of either requiring at least 10K or planning a dogleg course to avoid the very poor vis of the glare on the haze.
One of the advantages of flying a tail dragger is that an off field precautionary landing should be a non event. In the 1930's precautionary landings were a matter of course (rough running unreliable engines/fuel quality, no gyros, etc), and we might have less VFR into IMC/CFIT events if GA pilots made more precautionary landings in anger, and not just for their PPL skill test.
It's not (I don't think) merely that it's a tailwheel aircraft, it's just a lot of small tailwheel aircraft tend to have pretty low stall speeds and very good short field landing performance. Our Auster's normal final approach speed is only 50 mph (and you can approach slower especially with a dribble of power - I've wheel landed it from a 40 mph approach speed!), and with the split flaps you can come in very steeply (meaning it's easy to be accurate with your touchdown point, pretty important if you need to put the plane into a fairly small field). Or even slipping with flaps, where you come down like a safe with the door open. It also helps that we have big wheels on the aircraft too. Landing on cow pasture wouldn't be a big deal at all.
So it is an option I would consider if the weather went to cack all around me. However, having to do that in something like a Piper Tomahawk with a much faster approach speed, much less draggy flaps, and that tiny little nosewheel, I can see it being a bit off-putting. (Or worse still, something like a Grumman AA5 which has a nosewheel leg that looks like a bent piece of wire).
People who are glider pilots I suspect will also be more ready to do a precautionary landing in a power plane - after all, in cross country gliding, landing out is pretty much routine and it's in the cross country training syllabus.
My private flying is in a no gyros, no electrics Super Cub, so despite an IR this is a strictly VMC mission. Will accept a 1,000' ceiling and 8k for flying - and a 10 knot crosswind, and surface winds up to 20 knots. The a/c precludes playing the climb into IMC option, or the VFR on top card. Before the advent of gyro equipped trainers (Cessna 140? Piper Colt/Pacer? Chipmunk?, Auster? in the late 1950s) the main option when caught by IMC was the precautionary landing; and I would hope that I would make a precautionary landing if caught out by suddenly deteriorating weather. UK weather can come down suddenly, and I am not sure I would press on in less than 2-3k even if an airport is nearby. This wisdom coming from more hours low level marginal VMC than I would now want to admit to.
One of the advantages of flying a tail dragger is that an off field precautionary landing should be a non event. In the 1930's precautionary landings were a matter of course (rough running unreliable engines/fuel quality, no gyros, etc), and we might have less VFR into IMC/CFIT events if GA pilots made more precautionary landings in anger, and not just for their PPL skill test.
One does need to be careful with wind even if straight down the runway.
With any wind, there will be wind shear.
If the wind is reported at say 50kt (at the top of a 30ft pole), it will drop from something like 70kt to 20kt in the final 100ft.
So you will lose a lot of airspeed during the short final.
I know of somebody who smashed up a TB20, landing in a 50-60kt reported wind, straight down the runway.
It's probably not a good idea to be doing 70kt at 100ft...
For clouds, it's around 1000feet agl as long as I am not flying in an area where I have an obstacle at more than 800ft otherwise it'll be 300 feet higher than the highest obstacle on route.
Visibility, I'd say around 4-5km visibility although temporary lower due to haze, inversion and the like are ok, but a no no in the circuit I want to see everyone around me easily.
Winds - as long as they're down the runway, I'll take anything as long as it's not gusting more than 10knots higher (eg, 20G30, 15G25 are ok, 20G35 not...), crosswind it would depend on the runway to land on. For instance, I've landed on a 10m wide runway with 13kts coming straight across the runway and that was pretty hairy, I won't be doing that again in a hurry, it's nice to know I could do it ;-)
For local trips in the area (1 hour) I used to be happy with 5km vis and 1500ft cloudbase, the obstacles in our area are a few high radio/tv masts and turning torso :)
For longer trips, mostly south, then a cloud base of 3000ft and 10km visibility was my safe minimums. If I chose a route directly towards Rugen I would require a higher cloud base over the water (30 min crossing). Always with GPS (G1000 and/or sky demon or similar depending on acft).
If I flew with a fellow pilot in the right seat I would lower the minimums a bit, depending on the area. Especially if the person was instrument rated.
But now that I got my IR rating I am happy with lower minimums, haven't flown any VFR trips since (except some local flights) :)
For me the minimum is cloudbase 700ft AGL but only because I have an IR
Yes but that is completely different, and I was trying to avoid bringing that option into it.
If you can go IFR, and it is possible to either fly in the widespread UK Class G in solid IMC, or you can get a popup IFR clearance to some high altitude (as you can in much of Europe), and you can land at an IFR airport which is, or is not too far from where you want to get to, then you can be far more reckless with your VFR minima.
For long trips, being able to navigate and fly on instruments transforms VFR flight, because one can fly VMC on top. Flying out of the UK and to the south, it is fairly easy to rig the flight so one leaves bad UK weather and lands in good weather somewhere in the south. I crossed the Alps a number of times VFR but would have never tried any of that if I didn't have the IFR option available in an emergency.
There is no way to say "I am VFR only" if you actually have an IR because the "IFR card" will always colour your attitude to the various risks. I've been IFR capable since 1 year after the PPL and I can't say I would have done any of my long VFR trips otherwise. This doesn't necessarily imply illegal VFR, or illegal VFR outside the UK if one has just the UK IMC Rating, but any extra capability (legal or illegal) will shift the risk assessment.
Without GPS, I would have never gone anywhere. Too much hard work 
There has been a number of deaths of IR holders who flew into the ground when flying VFR, so the VFR/IFR transition does need some careful thought. Just climbing UP may not be good enough, if you are heading for a tall rock. A typical piston plane can make only about a 10% climb gradient (engine management to consider too). Also you need to wait for the IFR clearance, which can take minutes, or for ever.
I'd want to see cloudbase 500ft above the MSA along the route, both actual and forecast. Most VFR flight has to be done below the cloudbase because you don't want to get trapped above an overcast.
Clearly a boy from the flatlands speaking Most of my VFR flying in Southern Germany, Switzerland and Austria is way below the MSA.
For me the minimum is cloudbase 700ft AGL but only because I have an IR. This means I am safe should I enter clouds accidentally. 1500m visibility is very little, I want at least 3000m.
I Take off and have a look. Most the time the Waether ist inflight much better than at the ground and forcast! To come back 900 FT AGL and 5km are enough!
Visibility:
Firstly much would depend on whether I am using a GPS, or navigating conventionally.
With GPS, I am happy to go down to the legal min of 1500m, which is actually very thick haze and you won't see the runway until on a 1 mile final (1500m is about 1nm).
Without GPS, I would want 10km+. With 5000m, one cannot see very far ahead and visual nav at say 2000-3000ft is very hard. You really cannot afford to make any mistakes in feature identification - unless of course you know the area but that is cheating 
In anything below about 5000m there is unlikely to be a horizon so you are looking at instrument flight conditions, especially over the sea.
I have been flying 100% on GPS (with VOR/DME backup) since the day after getting my PPL so visibility has never been an issue.
Cloudbase:
I'd want to see cloudbase 500ft above the MSA along the route, both actual and forecast. Most VFR flight has to be done below the cloudbase because you don't want to get trapped above an overcast.
As a pilot able to do instrument flight, I would be happy to fly above an overcast to an airport which is reasonably accessible from a coast, because one can descend below the cloud while over the sea. That is also a common (and safe) tactic for, ahem, using the IMC Rating when abroad, when you cannot overtly ask for an instrument approach...
Also I wouldn't like to fly below CBs, but PROB30 TEMPO is OK because they should be well spaced out.
Surface wind:
Depends on the plane and the runway(s)
