Knowing when to say no is one of the single most important attributes of an aviator.
Gusty conditions are subjective to three main elements. One is the airplane. Another is the pilot. Another the type of gusting conditions.
Different airplanes need to be flown differently. In a light airplane, you can get away with less flap as a crutch to gusty conditions, and in some cases, it may be helpful. The light, low-powered airplane has little inertia or reserve power, doesn't accelerate quickly, and may be better served with a lesser flap setting. The difference in stall speed with flaps or no flaps isn't very large. With other aircraft, particularly heavier or more advanced airplanes, the difference can be substantial. As an example of an early flap-airplane, the B-24 experienced a 50 knot stall increase between takeoff flaps and no flaps. The differrence can be substantial enough when flying ag aircraft that many pilots raise and lower the flaps in turns to increase their stall margin and reduce turn radius...at each end of the field.
Some airplanes handle gusts better than others. I've literally had the airplane fall out from under me in gusty conditions. Follow the manufacturer recommendations with respect to performance, configuration, etc. Recognize that your airplane, in fact any airplane, may not be up to the task. Environmental conditions such as microbursts exist which easily exceed the capabilities of any aircraft, yours included.
Pilot capability, experience, judgement, training, time in type, etc, all make a difference. This can change day to day. You may find you feel fine about the gusty conditions one day, but the next you're tired you're preoccupied with a family problem, you didn't get a good breakfast or your'e sore after a work-out at the gym. Your capabilities change; recognize them, and if you don't want to go fly, then don't.
I had a new job in an Air Tractor AT-802. I was flying it in gusty conditions in mountainous areas. I had very little time in type. I was asked during a relief assignment to depart a mountain field in a narrow valley and reposition the airplane to another field about an hour away. Aircraft in the area were reporting windshear of varying intensities, but all of our aircraft attached to the fire we were fighting were grounded due to winds. I refused the flight. The company safety officer, who coincidentally was the pilot to whom I would be returning the airplane, called me to pressure me to take the trip. I quit the job. I went without work for three, nearly four months as a result. I suffered substantial hardship, and kissed goodby a line of work I'd done for a long time. However, one does not second guess a pilot when he makes a safety of flight decision, and walking away was the right choice. Knowing when to say no is one of the most important attributes an aviator can have.
The environmental conditions are important. Are those gusting conditions just blowing winds, straight down the runway? Are they related to convective activity in the area (thunderstorms)? Do they signal something worse? Are they the result of local obstructions such as buildings, trees, or mountains? Very light winds can be transformed into very strong gusts. I worked a fire a few years ago in 20-30 knot winds, but a mountain pass was near the fire. Those gusty conditions turned from rough to extreme in the area of the pass, because winds were accelerated to 70+ with extreme shear. It was very violent; it hurt. One wouldn't have guessed it would be like that from the ambient conditions, but close to that area, flying from rough conditions into that shear and those rotors was a heart thumper. It's also a place where changing conditions could very easily make it your last flight.
Delta Airlines flight 191 crashed in the face of a thunderstorm at DFW airport in the USA some years ago. Microbursts. With substantial power and performance, the airplane still couldn't survive. Now I've flown the same gust intensity and profile in the simulator, even in smaller airplanes such as a King Air, and flown through the situation successfully...but it was a tragic, fatal event for Flight 191. I flew not long ago with a man who's got more microburst penetrations, intentionally, than anybody. He did a lot of thunderstorm research. He didn't do them at low speed and land in them, however. He flew them fast, with sensors on board. A whole different ball of wax when landing, and again, the environmental conditions can quickly exceed the capability of your aircraft.
A few years ago I had an inexperienced first officer in a light turbine twin who landed in gusty conditions straight down the runway at LAS (Las Vegas) in the USA. He ended up damaging the airplane and nearly shutting down a runway. Even straight down the runway can prove a difficulty or challenge. Know when to say when. Two weeks ago I landed in EWR with strong gusty winds...above 45 knots. I did a hand flown ILS approach to a landing, and it wasn't particularly difficult. It was a challenge, but not hard. The airplane behind me went around. So did a few others. My approach was in a 747 with substantial intertia. Was I able to do it because I'm a better pilot? No, I'm not; I'm average at best. Because of the airplane? Not necessarily. Conditions may very well have been better for me at that moment than it was for the guy behind; conditions were rapidly changing, weather was moving through the area. I certainly wouldn't have hesitated to go around if needed, or divert somewhere else (within reason...arriving from overseas, one doesn't have unlimited fuel). The published demonstrated crosswind for the airplane is 30 knots; it was 45 at the airport, with waves and blowing mist spray from the water on the taxiways and runway.
Would I have wanted to do that in a 172? Probably not. In fact, I wouldn't have wanted to go takeoff in that weather knowing I'd be flying around in it and returning to land. Know yourself, your airplane, and the conditions. Saying no to a flight isn't a bad thing; it's one of the best and wisest things you can do, and don't let anybody try to talk you into making that flight if you don't want to. I've flown a number of different types of emergency missions, including aerial firefighting and ambulance...and I've yet to see a flight that MUST be made. Knowing when to say no is one of the most important attributes of any aviator.
Pick a day when it's safe but a challenge, and get some experience, a little at a time. If you like, take an experienced pilot or instructor with you and make it a safe learning experience. Enjoy.
The pilot makes a difference; go with your comfort level.