text: many times the stall speed will 
  require due 
  consideration of the operating strength limits. 
  The structural design of the aircraft must 
  consider the possibility of negative load factors 
  from maneuvers. Since the pilot cannot com- 
  fortably tolerate large prolonged negative “g”, 
  the aircraft need not be designed for negative 
  load factors as great as the positive load factors. 
  The effect of airplane gross weight during 
  maneuvers must be appreciated because of the 
  particular relation to flight operating strength 
  the pilot appre- 
  limitations. During 
  ciates the degree of a maneuver from 
  the 
  inertia forces produced by various load factors; 
  the airplane structure senses the degree of a 
  maneuver principally by the airloads involved. 
  Thus, the pilot recognizes loadfactor while the 
  load. To better 
  structure recognizes only 
  understand this relationship, consider an ex- 
  ample airplane whose basic configuration gross 
  weight is 20,000 lbs. At this basic configura- 
  tion assume a limit load factor for symmetrical 
  flight of 5.6 and an ultimate load factor of 8.4. 
  If the airplane is operated at any other con- 
  figuration, 
  the load factor limits will be al- 
  tered. The following data illustrate this fact 
  by tabulating 
  the load factors required to 
  produce identical airloads at various gross 
  weights. 