Pilot currency in high crosswind landings is probably the most important factor.
And then currency in crosswind in that particular aircraft type.
I'm now out of that particular currency.

All it takes for currency is $$$$$!

Twins commonly have the main wheels centered under the bottom of the prop arcs, so as long as the nose is held up, you should contact the mainwheel before the prop is at risk. If you're close with the prop, you've probably got one main and the nosewheel on the ground at the same time, which is really bad in any type! That said, the bank angle necessary to slip a crosswind landing at the point of the flare would only be a couple of degrees, not wingtip on the runway type stuff. And, typically, twins with their higher stall speeds, also have higher crosswind velocity tolerance.

I always assume you read (and understand) the POH, or better Owner's Manual as we may talk mostly on old GA aircraft. Crosswind operational limits on vendor manual level are a rare case and many will never seem them in their whole life. Crosswind demonstrated limits in handbooks are, citation 'with average pilot technique direct crosswinds handled with safety' - so, average pilot (which is by the definition a rather low time pilot on barely minimum annual hours) and still with safety margin. Btw, final decision is by PIC not book - no pilot will suicidal crash dive into the canyon because the crosswind component of the airfield is reported a mile high. Operational limits set internally by flying clubs, insurances, airports (yes, there are airfields closing when crosswinds exceed airport certification limits, usually by orographic reason, so you have to declare emergency to land in such instance) or AOC companies are a totally different story.

Cross wind landings. I'm not going to tell you how as it really depends on your aeroplane. When I collected my first Bulldog from Prestwick in 1973 (or was it 72?), I asked what the crosswind limit was. After all, it was a bit of sport in my Chippy. The company test pilot said there is not one. He explained that up to 35 knots the Bulldog was great; more than 35 kms, use a diagonal. At 50 knots land across as your groundspeed for short runways was down to taxi speed, so most runways were wide enough. Mind you, my slightly bigger aeroplane, the venerable VC10 was a bit more tricky, but as none are now flying, I'll not bother you with the technique.