For control an all flying tail is used with anti-servo tabs.

The anti-servo tab serves mainly to make the controls heavier in feel to the pilot and also to increase stability.

Each of these were all-moving with anti-servo tabs.

An anti-servo tab also functions as a trim device to relieve control pressure and maintain the stabilator in the desired position.

Both have anti-servo tabs.

The tail surfaces are straight tapered and the stabilator is fitted with a full-span anti-servo tab.

The elevator is a full flying stabilator and incorporates anti-servo tabs inboard on both sides to increase pitch stick forces.

An anti-servo tab, or anti-balance tab, works in the opposite way to a servo tab.

The all-moving tail was set at the extreme rear fuselage and had external mass balances and an anti-servo tab.

The design features an all-flying stabilator with an anti-servo tab, spoilers on the wing's top surface and dive brakes on the bottom.

The new model incorporated changes to the aircraft's control surfaces, including enlarged and balanced ailerons, the addition of a rudder anti-servo tab, and a stabilator bobweight.

In older jet fighter aircraft, a resisting force was generated within the control system, either by springs or a resisting hydraulic force, rather than by an external anti-servo tab.

The control surfaces include an all flying tail fitted with an anti-servo tab and full-span ailerons of very short chord that act as flaps when drooped for glidepath control.

Trim tabs may be used to relieve pilot input forces; conversely in some cases, such as small aircraft with all-moving stabilizers, anti-servo tabs are used to increase these forces.

During World War I, Flettner developed the servo tab / anti-servo tab, and working under the aegis of Graf Zeppelin, he worked on remote control and pilotless aircraft.

Other changes included a longer wing to improve rate-of-climb, an anti-servo tab on the elevator along with an elevator centering spring system to increase longitudinal stability and stall strips to improve the stall performance.

To provide this resistance, stabilators on small aircraft contain an anti-servo tab (usually acting also as a trim tab) that deflects in the same direction as the stabilator, thus providing an aerodynamic force resisting the pilot's input.

The P2008 has a low set all-moving constant chord tailplane with an anti-balance tab.

The one-piece, all-moving tailplane has a similar plan and is fitted with a central anti-balance tab.

No anti-balance tab.

Anti-balance tabs added to all-moving elevator.

The all moving V-tail, with 90 separation and fitted with anti-balance tabs, has similar construction and plan as the wings.

An anti-servo tab, or anti-balance tab, works in the opposite way to a servo tab.

The early Squales lacked elevator feel, so anti-balance tabs were added on the WA 26M version.

Anti-balance tabs were fitted along trailing edges along with small pneumatically actuated flaps under the inboard sections.

They were hinged at about 30% chord and each carried, on the trailing edge, a small anti-balance tab, the fulcrum of which could be moved by means of an electric actuator.

The fuselage tapers rearwards to a T-tail quite different from the CPV1's conventional empennage, with a swept, straight tapered fin and rudder carrying a cantilever, tapered, one-piece all-moving horizontal tail fitted with a central anti-balance tab.

A tailplane anti-balance tab was a required modification for certification in the United Kingdom after flight testing by Derek Piggott on behalf of the British Gliding Association revealed very low stick forces and marginal pitch stability of the HS-7 version.

The first model had an all-flying tailplane, with anti-balance tabs along the entire trailing edges, and a two-piece canopy (movable and fixed parts), built of GFRP (glass-fibre reinforced plastic)/foam sandwich materials and resin impregnated rovings for high strength parts.

The vibration had been caused by a rudder 'flutter' event which was caused by the seizure of the rudder anti-balance tab's spring hinge.

The aircraft shuddering had been caused by a rudder 'flutter' event and the rudder and elevator jammed when the lower hinge of the rudder anti-balance tab separated causing the tab to move aft.