The main point to bear in mind is a precautionary cruise which invariably involves a lower engine power and some flap so that (1) you fly slower (2) there's better forward and downward vis and (3) the stall speed is reduced.
In a single engine light training aircraft of the Cessna/Warrior?Jabiru class, the stall speed is so low that you do not need to select any flap and in any case lowering flap does not necessarily allow a better forward view. With a high wing type you have a good view at all times. The lowering of partial flap was aimed at high performance singles such as the Mustang, Wirraway and other relatively high wing load types with poor view over the nose and where the nose attitude was slightly lower with flap down.
Much of what is published in current flying training books on such things as a precautionary landing, were based upon early wartime types where lack of navaids and presence of poor visibility in UK plus less reliable engines made navigation more demanding. Keep in mind most of the current flying training techniques were developed pre-war and published in Royal Air Force manuals which in turn were used by the RAAF post war. As the majority of instructors in the aero clubs were former Air Force pilots and some became DCA Examiners of Airmen it was their job to write flying instructor training manuals. From these came commercially available flying school manuals.
The chances of having to conduct a true precautionary search for suitable field and then having to make a true short field landing, are remote. Especially with cheap GPS units commercially available.
True short field approaches and landings flown on the point of stall are a military technique (like landing on an aircraft carrier) and not applicable to present day light singles who already have a certified over the fence speed published in their POH. That published speed has safety factors applied but there was no safety buffer on true short field landings flown barely above the stall and almost literally "hanging on the prop"
You can be sure the lawyers would nail - you as would CASA - if you were caught flying on the point of stall on final approach instead of the POH published minimum approach speed.