I'm a bit of an oddball, because I work in aircraft certification not operations. But W&CG is at-least as important for me as for you chaps, even if B-conditions rules are subtly different to AT rules.
W&CG reports are always signed, and in most cases double-checked (i.e. they are signed by the specialist who prepares them, then manually checked and signed by somebody else - usually the FTE).
Computer generated W&CG plots are the norm where I work, but our published procedures require the person checking and signing the plot to identify the most critical CG values and manually check them.
It's also (with my management hat on) probably the thing I most often have to tick people off about, that is incorrect completion of load sheets or inaccurate calcs on them. For that reason (and others) when I certify an aircraft type, I always ensure an adequate margin on CG at either end, to ensure that calculations would have to be grossly out before any dangerous handling regime was entered. I obviously can't do that with performance however - that's always going to be the captain's responsibility.
G