A lot of spamcans give more gear clearance than that but it might explain why Vref may be higher than 1.3Vs in some cases
Unlikely in a light aircraft - Vref is much more likely to be linked to the drag characteristics in the flare. One aircraft that I fly must be flown significantly above 1.3Vs in order to give adequate energy in the flare when the propeller is windmilling (idle) as per certification schedule. Another has unusual drag characteristics (particularly in ground effect) as well as exceptional control response which makes approaching at anything above 1.15Vs undesirable.
the figures given there have been tested by test pilots with higher skill and experience than 99%of us
True but the whole point of certification is that the AVERAGE pilot can achieve SCHEDULED performance in the NET aircraft. Book figures are therefore achievable by you and me.
Tailscrape is generally not an issue in light types - especially when landing flap is used. The aircraft will usually stall first. Power on, however, it may be possible to reach a higher pitch attitude but still not significant enough to cause a strike.
Capt. M what specific loss of control accidents are you referring to?
Even your mention of 'gently lowering the nosewheel' whilst a nice thought is sadly impractical with most light types since the main gear/cp geometry tends to smash the nosewheel into the pavement without significant up elevator once the mains are on (the only exception being the 112/114 series which I've found to be perfect for 'landing the nosewheel').
I think that you are falling into the trap which causes these poor techniques to develop: treat every aircraft like an airliner. Let me tell you that just about any fully certificated straight-winged piston aircraft can be flown 'properly'. I know of no 'club' type which has any significant handling deficiency in the low speed regime. Whilst Arrows, Bonanzas, Saratogas, Comanches, 210s and all that stuff has
higher performance than other types their speeds and weights do not vary significantly from lesser types and they are subject to all of the same laws of physics. Some wing sections can be dragged along in the flare to reach an exhausted climactic touchdown and others sink a little too heavily onto rather-too-firm undercarrige legs to make this a sensible idea.
Being below Vref will have negligable effect on aircraft stability - most of which is fixed due to the physics of the design anyway. All certificated aircraft will exhibit positive stabitily down to the stall. I feel that you are misusing the term. Going around will not be 'harder'; it might take a little more altitude (10 feet or so) to reach a desirable speed but it will be no more or less difficult. Although a range of speeds is not supplied for the Warrior an educated guess will reveal that a variance of 2 knots from the speed quoted at gross weight will not make all the difference whereas being 12 or 15 knots above this figure (as some flying instructors will teach) most certainly will.
Keep it simple - we're flying light aircraft