For me, it would be whatever the POH says should be used in normal operations.
Can you define “POH specified landing flap setting”? Do you mean a specified limitation of flap setting for normal operations or performance tables that state a flap setting as part of their conditions?
The demonstrated crosswind is 20 kt with no flap or 10° flap and 15 kt with more than 10° flap.
That’s a big difference.
The TB20’s max demo is 25kt with full flaps so on the above basis that would be a lot more with half flap 
The DA-40 has a fairly low full-flap Vfe of 91 KIAS, but is capable of 20+ KT crosswind landings and has good controllability in turbulence. Using approach flaps with higher Vfe reduces the risk of overspeeding during final approach in such conditions. Flapless landings, however, are not recommended (also on many other types) because of the increased risk of a tailstrike.
Airborne_Again wrote:
The POH does recommend wing down
I was wondering if this Cessna revision has anything to do with occasional “No sideslips with flaps” placard that we see in some 172’s and which even comes up in the Cessna book thread. I find it hard to understand why there would be any crab angle crosswind speed (I know it’s not a limitation) other than due to weathercocking on roll out and taxi, although obviously the landing does become a bit sporty over 20kts x wind!
If I’m landing at Ronaldsway (or other large airport) where I’ve been given a straight in, I’ll land with zero flaps – fly a fast approach as to not occupy the final approach path longer than necessary, and wheel land instead of 3 point (if the turnoff is halfway down the runway, I’ll try to touch down such that I’ll be at taxi speed when I get to the turn off).
Aveling wrote:
Is that in regard to the ‘wing down’ technique?
There is no mention of a particular technique in connection with the demonstrated crosswind.
The POH does recommend wing down but says you can also use crab or a combination.
Airborne_Again wrote:
Actually Cessna does with the latest revision of the C172S POH. The demonstrated crosswind is 20 kt with no flap or 10° flap and 15 kt with more than 10° flap.
Is that in regard to the ‘wing down’ technique?
RobertL18C wrote:
Pilatus may just be the only manufacturer to bother to publish this in the POH/AFM.
Actually Cessna does with the latest revision of the C172S POH. The demonstrated crosswind is 20 kt with no flap or 10° flap and 15 kt with more than 10° flap.
In most light aircraft, flaps do very little for stall speed, but do contribute substantial drag. In any situation in which a go-around is a strong potential or where the go-around will be a handful and where LDA is not critical, I am tempted to lose the flaps and approach without.
