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Geometry limits usually are not a concern in high crosswinds as the roll and rudder authority is reached before any aircraft-to-ground contact occurs.
This assumes achieving a steady sideslip without overcontrol (i.e., without excessive rudder and roll inputs) during the decrab / align phase.
Figure 2 shows that with a 10 kt steady crosswind component:
.  
Achieving a steady sideslip landing (i.e., with zero crab angle [point A]) requires only a 3-degree into-wing bank angle; or,

.  
Achieving a wings level touchdown (i.e., with no decrab [point B]) only requires a 4-degree to 5-degree crab angle at touchdown.

A steady-sideslip landing can be performed safely (i.e., while retaining significant margins relative to geometry or roll / rudder limits).
Crab Angle (Degree)
12
10 8 6
4 2 0 -2 -4 -6
-8
-10 -12 -14

 

0 Degree Bank-Angle 2 Degree 4 Degree 6 Degree 8 Degree 10 Degree

12 Degree Roll / Rudder Limit

Geometry Limit
Indicated Airspeed (kt)
Figure 2

Crab Angle versus Bank Angle Typical - Maximum Landing Weight - Landing Configuration - 10 kt Crosswind

Flight Operations Briefing Notes
Crosswind Landings
Figure 3 shows that with a 30 kt steady crosswind component:
.  
Achieving a steady-sideslip landing (i.e., with zero crab angle [point A]) requires
nearly a 9-degree into-wind bank angle, placing the aircraft closer to its geometry
and roll /rudder limits.

.  
Achieving a wings-level touchdown (i.e., with no decrab [point B]) would result in
a 13-degree crab angle at touchdown, potentially resulting in landing gear damage.

With 30 kt crosswind, adopting a combination of sideslip and crab angle (i.e., moving
from point A to point C) restores significant margins relative to geometry and
roll/rudder limits while eliminating the risk of landing gear damage. This requires,
　
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