Perhaps some of the improvements folks report are partly due to the changes in stall speed and partly due to improved slow flight handling characteristics. Regardless which it may be, if the result is the ability to fly slower approach speeds with confidence, its still a real world improvement, no?

Belloypilot wrote:David, what’s the empty weight and CG of your 206?

1846lbs @34.12".

A1Skinner wrote:

Belloypilot wrote:David, what’s the empty weight and CG of your 206?

1846lbs @34.12".

Comparing your STOL numbers with my Husky those number make perfect sense. You have a better HP/weight ratio and a bit higher lb/sf ft wing loading. Thus better acceleration on takeoff and a bit longer landing roll. I'm guessing you have the lightest 206 in captivity

One thing to always remember folks. It's a lot easier to get in than it is to get out.

Just saying.

MW

I will fault myself for having strayed off the OP's question with a reference to my rig which "isn't" a 206. So to address the original question as I should have in the beginning I'll make an effort now. As I see it unless your are performing at the absolute pinnacle of the STOL envelop I wouldn't incur the expense of removing a Horton cuff for a Sportsman cuff on any make or model of airplane.

It seems common for someone to spend $$ on an "upgrade". Following the upgrade they want to be proud of their achievement and are certain that the upgrade justifies an increase in confidence. They then fly closer to the limits and see a performance improvement even if the limit didn't move. Without controlled A/B comparisons and objective measurement, I take most claims with a shaker of salt.

Another standout item is IAS vs CAS, esp. near stall. I don't believe anyone's airspeed claims until I have flown my aircraft side by side with theirs so that I know what my airspeed indicator says next to theirs.

kestrel wrote:Another standout item is IAS vs CAS, esp. near stall. I don't believe anyone's airspeed claims until I have flown my aircraft side by side with theirs so that I know what my airspeed indicator says next to theirs.

It does seem a lot of pitot static system have pretty significant errors at high AoA. Repeatable, but sometimes very inaccurate. Trying to compare 'stall speed', even among similar air frame types, isn't always meaningful. I once flew in a 170 that would show < 10 mph IAS in a partial power stall but I couldn't get it to land any shorter than my Husky that would indicate about 45 under similar conditions. Go figure.