I agree that a "flare" in a taildragger wheel landing, or flying boat landing is a much different event than in a tricycle aircraft. Indeed, in my taildragger, there will be no flare, I will wheel it on every time, and on contact, the stick goes fully forward, and is held there until I taxi off. This does result in a longer rollout, but not so as to be a problem in 1400 feet of runway, without using brakes.
The flare is pronounced, if from a power off approach, but the flare will not be followed through to a stall landing, but rather arrest descent, then fly it on.
Similarly, if you flare and stall on a flying boat, you're in for a ride. It'll work, but it will be messy. Once on the water, the stick goes well forward, and is held until the plane settles into displacement.
I did do testing in a modified Caravan, which required three point landings, so there was little flare. That was rather uncomfortable, and I eventually demonstrated that a stall landing was possible without banging the protruding mod, so the original landing technique was specified.
But, in the context of improving landing technique, getting to know the flare better, an being comfortable there is a good thing. For me, in any single Cessna, the landing will be full flap, an as close to full stall as I can get, regardless of the wind. If the crosswind is so strong that I cannot hold position as intended during landing, I won't land. I have no recollection of ever given up a landing due to a crosswind.