I am gratified to see that all those who mention the sideslip approach got it the right way around! So often I read people advocating doing it in the wrong direction. The wing lift is very powerful, so if you want to do a sidelip you bank the wing into the crosswind so that the angled lift force counteracts the crosswind force. Of course the plane would then start to turn that way so you apply opposite rudder to stop it. For example, wind from the plane's right, bank right and hold on left rudder. Where so many people get it wrong is they believe they apply rudder first into wind because they think thats what counteracts the drift, and then bank away from the wind, e.g. wind from plane's right, they rudder right and bank left. Always bank into wind for a sideslip.

Now we can see that whichever approach you use, crab or sideslip, the rudder is applied away from, not towards the wind. In the sideslip it is applied away from the wind all the way down the approach, and in the crab it is applied for a moment away from the wind to straighten the plane along the runway.

Which approach should you choose? Unless you have a special need to sideslip, always choose the crab for the following reasons:

Crab: controls are at their normal neutral position. That makes it easy to hold attitude, and after correcting bumps and gust control sticks go straight back to neutral position. Airspeed is normal, allowing for headwind component. Airflow over wings is normal. Stall speed is normal. Any stall will be the normal for that plane. Small rudder kick at touchdown and land normally. In full-size, passengers feel everything normal.

Sideslip: controls have to be held at some non-neutral position. That position takes time to find as amount of bank is proportional to side wind component. Not easy to maintain smooth path either mentally or physically. Takes time to re-find correct control position after correcting for turbulence. Airflow over wings not normal and stall speed is raised so it is very important that you fly faster. If stall occurs it is not normal but is extremely likely to flick and spin viciously into the applied rudder direction. Have to touchdown still in sideslip on one wheel, then lower other wheel and reduce yaw. In full-size passengers feel aircraft leaning over uncomfortably all the way down approach. Can't be used as a landing in gliders as the lower wingtip will reach ground before the wheels do! The raised drag of the sideslip is its one advantage allowing you to get down a steeper path if you are too high on approach but remember you are, or should be, going faster because the stall speed is raised so it is not a short field technique but a steep approach technique!

In any wind from head on to 90 degree cross runway, you will either have to make a steeper approach, or use more throttle to make a normal angle approach, the throttle being used to reduce rate of descent, not increase airspeed. The reason is that the plane flies through the air, not by reference to the ground. You may turn finals say 50 yards away from the runway and on a calm day the plane flies 50 air yards to the runway, but in a headwind the plane must fly 60 or 70 or... air yards to get the 50 ground yards to the runway. Thus it takes longer to do so the rate of descent must be less. What about in a 90 degree cross wind? Remember that crabbing means pointing ever so slightly into wind so the plane will still have to fly say 55 or 60 air yards to cover the 50 ground yards, so even with no wind component along the runway the plane still has further air distance to fly.
H

PS beware of r/c simulators, they have their uses but they are not accurate. for example I can't fly helis, but in AFPD I can fly helis using the keyboard. Is that like real life? I think not! So beware of using sims as validation for anything.