Reading your posts which I always love I am sure you are equally or even more capable than I
I'm not so sure Pace... I'm a jack of some planes, and a master of none! Reading your posts gives me something to aspire to, like flying those Cessnas with no propellers! Fortunately for me, many of the planes I fly don't have to be landed in a 30 knot crosswind, as in winds of that intensity, the runways just get shorter, but very much wider! ('got in trouble for that once though...)
You and I, and others here, are capable enough, that we should be inspiring newer pilots to carefully and safely challenge their own skills.
Did i mention i've only just broken 100 hours??
I don't think so, but I'd give you my best advice in any case!
it has a reduction in the flap setting to a MAX of 30 deg travel
The reduction of flap travel is explained very well in the book "Cessna Wings for the World" by Thompson. He explains that "pitch pumping" in flaps down sideslips was reduced when the flap travel was limited. This is associated with the "Avoid slips with flaps extended" placard. The 40 to 30 change began with the C-172Q (around 1981). The text of the book downplays this as being much a problem at all in the later 40 flap 172's, but perhaps Cessna just lacked the desire to build aircraft capable of landing into runways so short, that they could not take off! I highly recommend the aforementioned book.
As explained to me today by my very experienced test pilot mentor, the reduced flaps setting for crosswinds is mostly a factor of crab angle required. The faster you fly forward, in the same speed crosswind, the lesser the required crab angle will be required. Less flap out = faster, so less crabbing required. If you are comfortable with the greater crab angle, go right ahead. This is why (as Pace correctly points out) the "demonstrate" crosswind capability is not limiting. There is a minimum requirements to be demonstrated of 0.2 Vs, but what's the incentive for manufacturers to publish higher (or actual) crosswind speeds in their flight manuals. Someone will try it, go off the runway, and, well... you know the rest of the sad legal story.
Though I have never flown a Seneca, or Citation, I am very willing to believe that they can handle these high crosswinds. The 100 series Cessnas are a little less capable. My personal record in the 150 is 37 gusting to 43 knots, 30 degrees off the nose. It was a search, or I would not have tried it at all. It worked out okay, though I could not land back at home, and had to land elsewhere, and park in the lee of a hangar, before I could shut down and stop flying!
A truly startling experience is to arrive to the destination, when flying an Ercoupe with no rudder pedals, and find that you have a 12 knot direct crosswind. Somehowe the plane handles it just fine, though I to this day have not figured out how!