text: is limited to a 
  regime of airspeeds and g’s which do not 
  exceed the limit 
  (or redline) speed, do not 
  exceed the limit load factor, and cannot exceed 
  The airplane 
  the maximum lift capability. 
  must be operated within 
  “envelope” 
  to prevent structural damage and ensure that 
  the anticipated service life of the airplane is 
  The pilot must appreciate the 
  obtained. 
  V-n diagram as describing 
  the allowable 
  combination of airspeeds and load factors for 
  safe operation. Any maneuver, gust, or gust 
  plus maneuver outside the structural envelope 
  can cause sttuctural damage and effectively 
  shorten the service.life, of the airplane. 
  
  this 
  
  There are two points of great importance on 
  the V-n diagram of figure 5.4. Point B is 
  the intersection of the negative limit 
  load 
  factor and line of maximum negative lift 
  capability. Any airspeed greater than point 
  B provides a negative lift capability sufficient 
  to damage the airplane; any airspeed less 
  than point B does not provide negative lift 
  capability sufficient to damage the airplane 
  from excessive flight 
  loads. Point A is the 
  load factor 
  intersection of the positive limit 
  and the line of maximum, positive lift capa- 
  is the 
  bility. 
  load 
  minimum airspeed at which 
  can be developed aerodynamically. Any air- 
  speed greater than pomt A provides a positive 
  lift capability sufficient to damage the air- 
  plane; any airspeed less than point A does 
  not provide Positive lift capability sufficient to 