I think part of the problem with flight training is "one size fits all" pronouncements.
The characteristics of the aircraft have a large effect on the handling and so the amount of flap used should reflect both the aircraft and the conditions. Cessna's, particularly ones with 40 deg of flap, and loaded towards the front of the CG envelope tend to want to adopt a flat attitude in flare until they get quite slow and need a lot of up elevator to get a satisfactory nose high touchdown. If the wind is gusty they trying to transition into the nose high attitude without ballooning and while managing the drift can be hard for new pilots. Assuming a reasonably long runway, my experience teaching has been that using 10 deg of flaps makes it much easier for the student. The naturally more nose high attitude makes the flare easier to judge, the extra 5 to 10 knots makes the controls more responsive, and as soon as the wheels touch the nose can be lowered and you get a good transfer of weight from the wings to the wheels.
However this is for Cessna's. For Grummans I teach full flap for every landing as the flaps are relatively ineffective and the landings work just as well as partial flap ones.
For Pipers I teach full flap except for crosswinds that are near, at, or over the POH demonstrated max crosswind component value, where I recommend 2nd stage flaps.
All airplanes are different and for some more extreme examples like a forward CG C182 with 40 deg flaps or a Comanche/Twin Comanche, I would say a max flap max crosswind landing is demonstrating potentially poor pilot decision
making by not respecting the handling peculiarities of the aircraft.