I suggest you make up some sample W+Bs.
One should reflect a full cabin load / fuel load to give you the most forward limit on take off . Do another to insure that you will still be in limits with minimum fuel.
On most helicopters the C of M or C of G will move forward as fuel is burned. The 212 / 205 actually moves fwd as fuel burns down to about 480 LBs of fuel then moves slightly back below that fuel load. This is true of the 206 L also. In these cases the fuel loading table will point this out.
Do another to reflect an a/c most Aft limit. In the 212 or 76 for example this would be with minimum crew and full fuel.
Do another to reflect the limit with min fuel for landing.
If the a/c has a baggage compartment don't forget to do one for most fwd and aft with the baggage compartment full.
After you have done this you should have a good idea of fwd and aft loads that are at the limits and how fuel burns affect the C of G
Keep yer loads within the limits you have plotted.
If someone asks for a "strange" load compute an actual C of G for that flight.
In any case when taking off to the hover feel cyclic position - if the cyclic is too far forward or aft you may be out of limits. Always keep in mind what effect fuel burn will have on C of G.
The first patter in the hover with our company is "C of G ?" If that isn't right you are not going anywhere.
The 204 for example was very bad with full pax seats, most fwd fuel and no baggage in the tail boom. It has suprised many on landing back at base.
In any case "Herr Instructor" will be able to advise you.
