I have a forward and aft CG check in my W&B spreadsheet to give a basic limit check. The values are dependent on a standard passenger weight of 170. FAA raised the summer standard to 190# for 121 last year and wondering if it make sense to do the same.
Good idea, but... Average weights only make sense when you have a large number of passengers, lots more than an RV-9A carries.
What I did was similar to what you propose... I calculated in advance a number of W&B cases, always including me as the pilot -- my weight is not an FAA statistic -- looking at limit cases. On the back of my checklist -- you do have your own checklist for your own plane? -- I have these cases, all of them with both full fuel and 2 gallons left, to show the c.g. extremes:
* Max passenger seat weight with no baggage and full fuel
* Just me, solo, no baggage for forward c.g.
* Max baggage, then max passengers to gross
* Most aft c.g. with max baggage, 15 gallons fuel, and passengers up to max gross. This is the one case where full fuel was not calculated.
For each of those, I calculated c.g. in %MAC at full fuel and empty. What I found was that if the gross weight is in bounds, it's not possible to get my airplane out of the c.g. envelope with me flying it.
I'd love to have the problem of figuring out how to deal with a forward c.g. in an RV-10, but budget and skyrocketing prices make that a moot point. I'm just glad I got the RV-9A when I did!