This is absolutely not an "either or" discussion and anyone who says they "never" use one of these techniques is not deploying a full range of piloting skills. Each method has its advantages and its disadvantages and so one should be equally capable to use either and should then deploy the most appropriate in any particular situation.
Beagle; I agree with most of what you say and, of course if you fly the published speed the aeroplane will behave as intended in the flare and will sit down nicely just as you align it with the landing direction. But, and it's a big but; what happens on a gusty windy sort of day? Suppose you have flared at the correct speed, aligned your low wing loading taildragger with the landing direction when along comes a gust increasing your airspeed by 5 to 10 knots? what then?
You have three options ...
1 Let the aeroplane land anyway - not recommended unless you want to demonstrate a ground loop!
2. Go around
3. Roll on some into wind bank to keep the aeroplane tracking down the centreline, use opposite rudder to keep the nose aligned with the landing direction. In other words transition to the "wing down" method!
If you don't have the skills and the confidence to adapt your only safe option is to go around and hope for kinder winds on your next landing attempt.
Private Jet; A crabbed approach and then a transition to wing down in the flare is exactly what the Airbus autoland mode does and it has pretty big engines under the wings! You can't make blanket statements about what techniques may or may not be appropriate to whole groups of aircraft; types are all different and frequently demand different techniques.
Final example. This morning I flew in a light aeroplane with significant dihedral, a low wing loading and a soft, narrow track landing gear. Crosswind was 15Kt and the wind was pretty gusty (+/- 15mph on finals). I flew the approach using the crab technique down to the flare then transitioned to wing down as the speed reduced to the appropriate number for landing. Due to the gusty headwind it was impossible to anticipate the speed reduction with sufficient accuracy to judge when to straighten and let the aeroplane land on both mainwheels together. Only option is to transition to wing down and wait for the upwind wheel to land followed by the other then the nose.
There are advantages of either technique and a fully rounded pilot is skilled and confident with either, choosing the most appropriate one in the prevailing circumstances.
Happy landings
3 Point