Depends on the airplane and type of landing gear it’s equipped with, and the toe of landing you are performing, but in general, stalling the airplane during the roundout is NOT recommended.
It is true that, while performing a three point landing in a tail wheel airplane, you will touchdown on all three wheels in a stalling attitude. And the aircraft essentially does stall about 1 to 2 feet above the ground, thence plop down on all three wheels. But this applies only to a tail wheel airplane and only a specific kind of landing. You don’t stall a tailwheel airplane on a wheel landing, and he will not do so on a tricycle gear airplane, either.
Remember that a roundout (flare) is performed to accomplish two things: 1) arrest your rate of descent on approach as you near the ground and 2) place the airplane in the correct attitude so that it gently makes contact with the ground on its landing gear. This requires the pilot to fly a final approach to the runway at an airspeed Vref either recommended by the manufacturer, but not less than 1.3*Vso. Flying this airspeed on final approach allows the airplane just enough kinetic energy to accomplish the two required tasks of the roundout before being exhausted and settling onto the runway without excessive floating and using up too much runway in the roundout.
Exact techniques vary a little between airplane to airplane, but typically for light airplanes with tricycle landing gear, you will fly your short final stabilized at Vref towards your aimpoint for starting the roundout (not the touchdown point). If you have not achieved a stabilized, and trimmed up approach at Vref by short final, you should execute an immediate go-around, re-enter the pattern and try again. At approximately 10 to 20 feet above the runway, power should be smoothly reduced to idle, and aft stick pressure should be applied to arrest you descent so you end up in level slow flight approx 1-2 feet above the runway. Height above the ground should be judged by perspective alone, not the appearance of the runway to avoid narrow runway illusions. Thereafter you will use aft stick pressure to bring the aircraft into the correct touchdown attitude, and hold it in that attitude until the airplane settles onto the runway. If you were on the Vref on short final, the aircraft should use up ~400 ft of runway in the roundout, so pick you aimpoint some 400 or so feet before your desired touchdown point. The instant touchdown occurs, you transition from slow flight into a high-speed taxi. Gently release aft stick pressure following touchdown to gently lower the nosewheel onto the runway, then apply brake pressure to slow the airplane down to safe taxi speed prior to exiting the runway.
Due to the more rigorous demands on the landing gear during a soft field landing, you will touchdown as smoothly and as gently as possible on these types of landings. In a soft feel landing, you may will hear the stall warning horn, but only a fraction of a second before the airplane makes contact with the runway, not sooner. Short field landings are a totally different animal. The same basic principles apply in a short field landing as a normal landing, but touchdown at a desired point on the runway, while consuming minimal distance in the flare is required. These types of landings will not be greasers, although a hard or excessively rough landing shows bad flare technique. You want to plop it on the ground and keep it down as quickly as you can, but do so following the correct landing technique and not so hard it could damage the airplane.
Jet airplanes are typically flown onto the runway, as opposed to doing some sort of hold off until just short of stall. The reason for this is to prevent the airplane from consuming an excessive amount of runway during the round out and jets are aerodynamically pretty slippery without a windmilling propeller attached to them slowing them down.
