A few thoughts ..
(a) final approach and approaching the flare should be conducted at a speed providing adequate margin above the stall. Generally this is accepted to be 1.3Vs in smooth conditions and a little faster if conditions are bumpy.
It is reasonable to view 1.3 as a short field factor.
Less and, generally, you are outside the certification envelope for a light aircraft. Too far less and you expose your aeroplane and occupants to an unintended stall with unpleasant and potentially expensive and/or tragic results.
If you have plenty of runway and it floats your boat nicely then, by all means, hold a low flare until the aircraft falls the last few inches to the runway. However, as a general rule, don't confuse yourself by thinking that gives you the shortest landing distance - ground roll may be short but - the overall distance will be up. Better deceleration is achieved using brakes on the ground rather than waffling through the air .. assuming that your steed has such devices.
Coming over the fence at breakneck speeds achieves little other than making for a difficult manipulative exercise and a much extended actual landing distance. The reasonable aim is to achieve/approximate the expected landing distance for the aeroplane.
Maintaining a higher speed during the circuit and initial final may provide advantages for circuit flow. However, one should consider reducing speed to something appropriate for final approach when on mid final.
(b) if you are intent on doing some arithmetic, remember to do the sums in CAS rather than IAS as the PEC back near/at stall can provide for a moderate difference between the two.
Well into the stall and all bets are off .. we all have had fun in the small single engine Cessnas stalling with the ASI indicating something approaching zero .. pretty meaningless but still fun, I guess .. however, whatever the ASI may be indicating .. it certainly doesn't mean that you are at zero speed.
If figuring for weight, run the speed sums at the square root of the weight ratio .. for a small difference a linear approximation will be fine but the error picks up as the weight difference increases.
(c) With some high wing machines one may need to be careful with flap selection in strongish crosswinds lest the fuselage airflow create problems at the tail.