Probably true for a trainer, but not quite universal. The Pilatus PC-12 has a waiver that allowed it to be certified with a 65KT stall speed (normally the stall speed for a certificated single engine airplane is limited to 61KT at gross). Note that even something something that is certificated at 61KT wouldn't do well coming in that slow. As I said, though, I'm not aware of any trainers that stall that fast, and even a 61KT Vs0 would still be only 74KT over the fence.
Yes! Exactly my experience! I loved wearing the 152!
Yes, KPSM would be an excellent spot to do this!
I think you are assuming a cold day near a coast. Flying out of my home base in the summer the DA is above known values for Arrow, in the "do not extrapolate" area. The book value for a ground run with a test pilot touches 1800 ft, and I'm not a test pilot. This is why we have a 13,000 ft runway. And Albuquerque is not anywhere near the highest airport around. I was a couple of times to Angel Fire, and one time had to climb out over the lake before turning back.
But that can go the other way, too. Very often on our long runway (7500') I land short on purpose to reduce my taxi time.
Deliberately landing long for expediency is fine (assuming the runway is long enough) but you shouldn't do that by increasing your approach speed. The correct way is to simply change your aiming point and use the same speeds you normally would. There are times when a faster than normal approach speed is appropriate such as when attempting to blend in with faster (e.g. jet) traffic on the same runway but even then it's more effective to remove as much of the excess speed prior to reaching your aim point, otherwise the time you gained on approach is squandered while you float halfway down the runway.
In my likely poor attempt at Clint Eastwood's voice, "A man's gotta know his limitations". Good choice.
