LOLI like having a title that reflects the content...
TOWS is always the first stop.
Method 1 - Appendix 1 and find the V/v and/or (V/v}^2 distribution over foils there, focus on the control surface portion only. Once you have v established, you can calculate V and then net lift along each control surface, and then moment about the hinge. Being as (V/v)^2 is essentially linear in the aft half of most foils, this pretty easy.
Method 2 - Chapter 8, figs 97 & 98 and decode those curves to calculate hinge moments and change in moments with pitch and control surface angles. All of these moments are about the leading edge of the control surfaces. If your hinges will move aft of leading edge of the surfaces, you will need to go through the static exercise for that.
I would do both as a check on my math. Actually, I would do both on an Excel page and have learned colleague check it privately (me or someone you trust). Then you go through the mechanical advantage of your control system to get fingertip pressures. Oh, and while rudder and elevator forces are good by themselves, remember that both ailerons are lifting against each other through the linkage, so aileron forces that you push against are the difference in moments between the two ailerons.
All that being said, in a single seat 100 knot airplane, the control forces with leading edge hinges will be pretty light.
The only RV that I have flown is the -7. I agree that the stick is too long. That is easy to fix. 9.5 is too high on my scale.Funny story Chuck Berthe ( I think) told in an older issue of Kitplanes; he was giving his mentor Bob Harper a ride in his RV and asked him for his "number" in regards to handling. Highest is a ten. Mr. Harper said 9.5. Mr. Harper is the co-author of 8785C which is sometimes called "Cooper Harper."
Mr. Harper's reason for not giving the the plane a 10 was that the control stock was too long.
There are two ways to view the OP's question.Each and every bird control force pressure will vary depending on throw and adjustments. You may need a rudder with a trim tab holding a bit right rudder or a wing that seems to want to drop in level flight due to aileron. Elevator wants to follow the incidence your Horz. stab is set at under thrust to maintain level flight. I can't see any book that can aid unless you have square inches and directional force of airflow against said aircraft surfaces. Only then can you get an idea. And flaps are like a on off switch and they boil down to airflow over the wing. FWIW
You mean sitting on the ground? Very very little.Hi guys,
There is a third way. How much force needs to be applied at the control surfaces to get them to deflect? ....