There is no way any landing can be achieved without a flare.
Though a flare is generally a good thing in a tricycle aircraft, otherwise, I do not agree with this statement. As previously mentioned, some operations in some types are purposefully "fly it to the surface" or no flare landings. Think of aircraft carrier arrivals (though I concede this is an extreme, and not relevent within the spirit of this thread). I am not familiar with Pace's operations, but agree that he probably has valid points.
I was doing the initial test flying of a modified Cessna Caravan, with a towed survey "bird" hanging under the aft belly. Full flap, three point, or nearly so landings were preferred, so as to not strike the tail of the bird. I spent a half hour doing circuits in another Caravan to perfect this technique. With satisfaction that I could land nose low, I went out in the test aircraft. My objective was to touch all three wheels at the same time, at the lowest possible airspeed. If I felt the mains touch at the same time I felt the nosewheel touch through the pedals, I was happy. I was very careful to have back pressure applied at all times (and ready to apply more), so as to prevent wheelbarrowing. The Caravan did it perfectly happily.
Notice one main not on yet...
This is not a "normal" operation, though it is what you might want to do in any tricycle, if you had a flat main tire.
There are number of other aircraft types, where a flare should be minimised, though these are not tricycle wheelplanes.
Even on a short runway?
Well, probably. If you have a short landing to do, the major factor in how little runway you'll use, will be the speed and height above the fence, as you cross the end of the runway. Fast/high, will get you a longer landing roll much more easily than the way you contact the ground. Aerodynamic braking at landing speeds will generally be more effective than wheel brakes for slowing down right after touchdown, so it's going to be more effective right before touchdown too, for as long as you can hold it off. If you're really working at a short landing, you'll be nose high, carrying power, and removing it at touchdown, so everything will happen at once.
The nose held high will get you the best braking, when you need it. The use of the brakes just after you touchdown in a GA aircraft is pointless. With the wing carrying some of the weight of the aircraft, you're just going to slide the tires, and wreck them. (The 172 I've been test flying in the last few days has obviously been a victim of this, and I'm having a main tire replaced later today, as it's more of a polygon, than round).
The landings I did as pictured above were definately not intended to be short, and did not involve the use of any brakes 'till just before the turnoff. Similarly, the technique for landing that plane is stated to not be suited to short or rough runways.
The main theme of holding it off for as long as you can, is the very best for a newer pilot in a tricycle aircraft, but is certainly not the only way to land. Indeed, it will be dangerous in other types and types of landings. This is why there is type training. Holding off a Lake Amphibian as long as you can, during a calm water landing, will at least give you a very rough landing, or worse, a less safe one.