My first plane was a 108-3 with a 165 in it. My wife and kids flew all over Alaska in it on wheels and skis. Loved the tail high-on the step cruise. Stall speed was about 50mph,cruise about 120mph. Rear sling seats were more comfortable than the front.

Next plane was a 57 c-180, great plane, my wife loved how quickly it got into the air compared to the Stinson, and the cruise speed. Stall 52mph/145mph cruise, same useful load.

Next plane was a M-4 Maule. It would carry the same load, cruise at about 140mph, but the stall was at 42mph.

Loved all three and each had its own strengths.

The elevator limit was incorporated into the 105/HW75 during initial CAR spin testing. It was suggested by the test pilot because once in the spin, the HW75 wouldn't meet CAR standards for spin recovery. So the object was to eliminate spin entry and subsequent difficult recovery. Making the aircraft spinless was not an initial design goal. The 108 was a direct engineering descendent of the 105 (Information from Stinsons Golden Age, by John C. Swick)

I asked a well known Stinson I/A what would happen if a person disconnected the Flap/Elevator interconnect and received a reply of stunned silence.