On a fixed wing, for the dynamic purposes of balance, no. In the end, other than rotational moments (flywheel effects), aerodynamic forces are unaware of the origins and placement of the mass they are working to affect and whether mass is concentrated in the wings or fuselage are the same thing as far as CG is concerned.
The wing still has to produce 2000 pounds of lifting force for a granite winged airplane that weighs 2000 lbs all up, vs a foam winged airplane that weighs 2000 lbs all up, except for the effects of having mass closer to (foam wings) or farther from (granite wings) the rotational axis and its effect on dynamic behaviour (for example, the inertial effects of having fuel in wing tip tanks). In other words I can install 500 lbs of lead ballast attached to the wing trailing edges, or put 500 lbs of ballast at the same station in the baggage compartment, and I'll have the same aft C of G problem either way because I can think of the wings and fuselage as a single rigid object.
For structural purposes however, the location of the mass matters a lot. The wing root bending moment is much higher for the styrofoam winged airplane since load is concentrated in the fuselage, and the granite winged airplane with most of its mass concentrated in the wings could get away with much lighter root fittings. This is the basis of "zero fuel weight" limits on airliners - the effect of mass concentration on wing bending, and taking credit for mass located out on the wings in reducing wing bending vs mass in the fuselage.
On a helicopter, the rotor blade has to support its weight as well as the weight of the hub and the machine hanging below it, so the weight of the machine has to include the weight of the blades in terms of the total weight the blades have to lift. But the rotor disc has a flexible connection to the rest, so the disc's C of G is effectively disconnected from the body once the disc is holding the machine in the air (the rotor disc is the "helicopter"; the fuselage is the sling load hanging under it - though this is a more accurate concept for teetering rotor machines than articulating rotor machines).
C of G limits on a helicopter are largely a function of articulation limits between the rotor and fuselage, that is, how far off perpendicular the fuselage's vertical axis can be relative to the rotor mast's axis when in flight. So helicopter weight and balance calculations allow for the fact that the rotor's mass is part of the G of G of the machine when it is weighed statically, but is factored out of the calculation to establish C of G limits that apply while in flight.
So in the case of the helicopter, the weight of the blades has to be included in all up weight the engine has to lift, but does not affect center of gravity in flight.