Just a bit more information. I ran both trim tabs to neutral, unplugged the right trim servo, so now only left servo was active (it is a dual electric servo system). In my system, this would be simulating a single-servo failure as well, another reason to run the test, at least from my perspective. But heck, I have landed the 10 with full flaps, or with no flaps, neutral trim, forward CG, and it still lands like a dream with just using a bit more muscle. What a great flying aircraft design it is.
FAR § 23.409 Tabs.
Control surface tabs must be designed for the most severe combination
of airspeed and tab deflection likely to be obtained within the flight envelope
for any usable loading condition.
Lots of ways to interpret this FAR, full up trim, full power at take-off, can the pilot handle the stick forces.....we know that is not the case on many aircraft....so wanting to learn, where does it say and/or suggest neutral stick forces at stall speed, dirty, and full forward CG? Approach speed is very different and is very situation and pilot controlled. I personally "fly over the fence" at 70 KIAS with full flaps, and can I achieve neutral stick force with a very forward CG and one trim tab, yes. I think you are suggesting that the FAR 23 says one can stall the aircraft using up trim (i.e. no stick force by the pilot) dirty with full forward CG, which I don't see that in the FAR, but always wanting to learn.
I will add, that I personally never trim out all the stick force while on final, I prefer at least some applied back pressure on the stick, and I finish all my landings with the stick 100% back in my lap and that is done with arm muscle, not using the trim tab in the flare, and I never release until I stop the taxi or the winds demand a different direction (e.g. a severe tailwind on taxi, and yes, we get those here in the desert). The 10 has light and fantastic elevator control at the air speeds found in the flare, as always my compliments to VANs for a fantastic design.