In single Cessnas, an additional reason for flap use is that for takeoff in particular, you will have greater pitch authority with 10-15 flap out than none.
Firstly, the approved flap range for takeoff in the Cessna singles I've flown (which is not all of them), is 0-10, but perhaps there's a Cessna in which 15 degrees is allowable?
Secondly I've never had any problems with a lack of pitch authority in a Cessna either, and while easing the load on the nosewheel might be a good thing, your recommendation directly contrary at least to C152, C172 and C172RG POHs. They specifically state that all controls should be utilized for taxiing, and that in a headwind the elevator should be kept neutral, while in a tailwind it should be kept down.
There will be those who like to point out that less flaps are advisable in crosswind conditions. I am very reluctant to agree with this.
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In the Cessna singles the maximum permissible crosswind will usually be limited by rudder authority. Basic aerodynamic principles state that you will have more rudder authority at higher IAS. Actually, by looking into the POH (again), it specifically says "when landing in a strong crosswind, use the minimum flap setting required for the field length".
I cannot see how anyone would lend themselves to voluntarily become test pilots when the testing is already done, and the results put into writing. POHs are not scribbled down on a fag pack to be used as guidance, they are the definitive authority on how a particular aircraft should be operated, and I would be extremely cautious on giving conflicting information or advice.
However,
If the flap setting is going to make the difference for you making it in or out safely in a crosswind, you were already beyond your personal limits!
That was very well put and I fully agree!