Increasing the radius of the leading edge of the elevator balance tab corrected the issues.

In this use some manufacturers term it a "balance tab" or "anti-balance tab".

Later models featured a highly-revised fuselage, a swept-forward tail fin, and an all flying tailplane with balance tabs.

The ailerons were fitted with trim and balance tabs, and there were hydraulically-operated split flaps in three sections on each side of the trailing edges of the centre section and inner wings.

From the Bf 109 G-5 on an enlarged wooden tail unit (identifiable by a taller vertical stabilizer and rudder with a morticed balance tab, rather than the angled shape) was often fitted.

The rudder contained a balance tab while the elevators contained an elevator balance tab and an automatic dive pull-out tab, in the event of a dive-bombing mission.

Planforms and profiles were kept as simple as possible with rectangular section fuselage frames (with vee planing bottoms), constant chord wings, tailplane and fin with square-cut tips and distinctive protruding servo/trim/balance tabs at wing and fin tips.

Aileron forces are fine at low speeds, but as the IAS increases they get heavier, despite their balance tabs, until at 250 knots, using one's biceps most efficiently, one can just achieve an acceptable roll-rate of sixty or so degrees per second to the left, while backhanded right rolls are truly slow rolls.