fareastdriver,
Your post is filled with inaccuracies and semi-mythological technical fact to be of little use.
Some examples:
Helicopter fuel and hydraulic systems are not designed with aerobatics in mind.
The gravity fed hydraulics of Puma have no resemblance to the pressure feed hydraulics of an S76. One is unsuitable for aerobatics, the other is. You think hard about which is which.
The only limit I can remember was the early 330G manual that had 2.67G below 6400kgs
That limit is due to static structure, a kind of proof loading of the fuselage, and has literally nothing to do with the rotor and its propensity to stall at far, far lower load factor.
The classic was VNE at max aft C of G and putting the yaw channel into open loop, wait two seconds and recover from the inverted
Precisely who are you kidding? Yaw hardovers and inverted recoveries! give it a rest.
In any form of inverted flight it is obvious that under positive G the main rotor is assisting gravity and in a very short time you will have insufficient roll rate to return the aircraft upright before hitting the ground.
I'd suggest a short course in how a helicopter is controlled, the last one didn't stick.
The above fit of pique now excised, your advice to care for the machine so as to protect the others who fly it later are spot on.