OK, a re-rig seems to have improved things greatly :
The X-cell ball was fitted to the outer hole of the stab. horn after tapping it as required. The servo end of the pushrod is now a Sullivan 4/40 clevis attached to the JR heavy duty horn. I tried the outer hole of the horn and the servo could be stalled by holding the stab. Moving the clevis to the next hole in greatly improved things , much more force was needed on the stab. to stall the servo. The required travel was reached using an increase in ATV (120%) I would not have believed what I have just seen, the difference is enormous, on just one clevis hole.

Some time ago I made myself very unpopular at BVM when I sugggested the BobCat elevator problems (some models had just flown into the ground with "soft" elevator response) could be fixed by a move to a stronger servo which would probably counter any slight misrigging on the small 3301 servos, by an upgrade to 9411 servos. (I was, and remain, conviced that there was nothing wrong at all with the BobCat airframe.) After playing around with the Hawk I am even more conviced that control surface blowback was the problem on the BobCat and probably has been on some Hawks.

Servo torque was also causing some flexing of the fuselage in the region of the servo mounting plate as the servo approached the stalled position so may I suggest that the servo mount is made very strong and stiff.

Regards,

David Gladwin.