Yes, ^^ that's correct. From the FAA flight test guide AC 23 (GA/commuter):
a. Explanation.
(1) Crosswind.
This regulation establishes the minimum value of crosswind that must be demonstrated. Since the minimum required value may be far less than the actual capability of the airplane, higher values may be tested at the option of the applicant. The highest 90-degree crosswind component tested satisfactorily should be put in the AFM as performance information. If a demonstrated crosswind is found limiting, it has to be introduced in Section 2 of the AFM.
b. Procedures.
(1) Crosswind.
(a) The airplane should be operated throughout its approved loading envelope at gradually increasing values of crosswind component until a crosswind equivalent to 0.2 VSO is reached. All approved takeoff and landing configurations should be evaluated. Higher crosswind values may be evaluated at the discretion of the test pilot for AFM inclusion.
(3) Taxi Controllability.
(a) A landplane should have sufficient directional control available through the use of nose/tail wheel steering, differential braking (if provided), differential power (multiengine airplanes), and aerodynamic control inputs to allow taxiing at its "maximum demonstrated crosswind" value.
So it is 'performance' information unless it appears in limitations. The assesment is "qualitative" according to the CFRs. The final call is made by the FAA TP who sits in with the company TP for the certification test. Ref AC 23-8C, AC 25-7C, 14CFR 23, and
this summary (which applies to transport cat).
What it isn't:
the crosswind that an aircraft has been demonstrated as being able to land without structural failure, if the pilot applies no control inputs to counteract the crosswind in any way. That is, for an aircraft with a demonstrated crosswind limit of, say, 17 knots, the test pilot has landed with the aircraft pointing straight down the runway but moving 'sideways' at 17 knots, and the undercarriage (and related airframe parts) have withstood the consequential stresses.
