Yes, two different things beeing talked about.
Neutral elevator should ALWAYS be present in an aircraft with a full-moving stabiliser (e.g the vast majority of jet transports)
Down force from the stabiliser MUST be present in a conventially configured aircraft for logitudinal stability to be present (this is one advantage of the Canard and three lifting surface configurations).
A more rearward C.G (but still in front of C of P) means less (but not none) downforce is required, which leaves more lift available (this is why C.G figures in the performance calculations of large jet transports).
Aeromodellers (I'm one!!) wouldn't have a clue where the C of P of their models is. They know that more rearward CG = more maneouverability, and probably assume a flat-section tail with a neutral elevator means no down force, but most designs still have Decalage (I THINK you defined it correctly- It's the difference in incidence between the wing and the tail), and would be coming home with a bin-bag full of balsa bits the day they tried to fly a model with the CG behind the c of P!!