That C152 POH is fascinating. Is that based on the a real Cessna POH, Backpacker?
I honestly have no idea. It was the first or second Google hit and I only scanned it quickly until I found the 2550 number I was looking for. But I would assume that if someone goes to the trouble of summarizing a POH, that they would base it on the POH, yes.
What's more important to note is that the summary (or indeed a complete POH downloaded from the internet) may not be right for your model or even your specific airframe. So you should always verify the information with the actual POH of the actual aircraft.
Small mistake though (I think). When braking on a short runway it says push back on the stick - surely it should be forward?
Pull back on the (yoke) to relieve some of the strain on the relatively fragile nosewheel assembly.
Actually, for a short-field landing you pull back on the yoke/stick not to relieve stress on the nosewheel, but to put as much weight on the main wheels as possible. This allows for the most effective braking without skidding. Same reason you retract your flaps as soon as possible in such a situation: more weight on the wheels.
What you need to realize is that the main wheels are behind the center of gravity on an aircraft with a nosewheel. This means that anything that reduces the lift of the wings, or increases the downforce generated by the elevator, will increase the weight on the main wheels. And more weight on the main wheels means more effective directional control and more effective braking. In contrast, if you move the stick/yoke fully forward, the elevator will generate an up-force, effectively reducing the weight on the mainwheels.
There is a caveat though, which you rightfully pointed out. If you landed too fast and touched down with a speed above Vs, pulling back on the stick/yoke when still above Vs will normally result in getting airborne again. So for a short-field landing speed control on final is indeed critical and you should not attempt a short-field landing for real if you have any doubts about the ASI accuracy.
The bottom line with your aircraft, all other references is aside, is that it's not functioning properly. You need to refuse to fly it until it is functioning properly. There's no grey area. If the aircraft isn't right, don't fly. Period.
A few weeks ago I was preparing to fly from Rotterdam to Fenland for the aeros contest over there, but I was in serious doubts about being able to make it over the Channel, given the weather conditions and the equipment of the plane. A very experienced flight instructor told me: "Breathing and eating is mandatory or else you die. Paying taxes is mandatory because otherwise you'll be thrown in jail. Everything else is optional." Wise words.
