This will be a difficult question with specific regards to performance limits and their structures. I've spent two weeks coming up with this, and it happens to be a core factor in my thinking; approach with caution.
But I guess I want to specifically focus on wing loads during cruise, particularly the affect of lift as speed increases. Throughout the flight envelope, there are three limits: slowest, highest and the fastest they could go. I guess a typical supersonic (I assume an airliner), for example, will have the following (which was based more on fighters so it is probably way off, I donno):
question: Are the maximum number of permissible g's related to the cruise as opposed to the minimum speed or stall at a particular altitude assuming a standard flight profile?
I know there are two different g-loads, the effect from an upward pitch and the effect from accelerating straight and pitching down to prevent a cruise climb. The latter is what my question is in regards to. Since lift force is proportional to both velocity squared and the density of air then it is preferred to rise into lower densities of air as the airplane goes faster to maintain a permissible load. It has to rise into the air or the faster it goes in a straight path low in the atmosphere will render the wing to bend up higher.
I am going to use that picture as if it was Concorde's envelope. Now I don't know what her limits are (whether absolute or operational), just cruise conditions, but I can calculate estimates. For example:
@ T/O: Concorde weighs 186000kg, has wing area (w/o flap) = 358 m2, has T/O speed = 112m/s, and we’ll assume standard atmosphere and temperature. Using lift equation its coefficient of lift it about 0.69. Using an equation for air density as a function of altitude based on tables, we can graph the horizontal takeoff speed (or stall) with respect to altitude. According to the function, Concorde stalls at 380m/s at cruise altitude.
Since the aircraft cruises as 605m/s, does the reverse calculation of lift equation with Concorde’s cruise showing that it experiences a 2.53g load make sense?
In other words, the wings are bending at 253% during cruise; tell me if that makes any sense, cuz it doesn’t to me.
Technically, the stall speed is where the plane cannot maintain lift at all, before which it cannot maintain a straight level of flight. Beyond that point, the speed increase will generate more lift, unless it is compensated by going either upwards into lower air densities or slowed down, those wings will continue to bend upwards until failure.
I know the way that delta wings are built, the can be stronger than regular airplane wings, so can Concorde’s wings take a +250% bend? It sounds kind of high considering that the 777’s wings failed at 154%.
I know I am making a lot of assumptions in order to make this easy to understand (for me), but based on those assumptions, what do you guys think? Even if you haven't a clue, take a shot. Someone will correct you even if they don't know what I am talking about.