If one were to maneuver a normal category GA airplane to the point of Gloc for the pilot
DAR, I think you are focussing on the wrong message. The lesson the paper I was hoping would give was that flying at Va and turning/banking to point of stall burble would give you 3.8 "g" (normal category limit) and the minimum radius turn, and no ability to overstress the aircraft. No one is going to get G-loc there. It gives you the minimum radius turn, though there are other considerations to be taken into account eg a GA aircraft is highly probable to be power limited, so you would need some altitude (descent) to make up for the lack of power.
From "Aerodynamics for Naval Aviators"
The aerodynamic limit describes the minimum turn radius available to the airplane when operated at CLmax. When the airplane is at the stall speed in level flight, all the lift is necessary to sustain the aircraft in flight and none is available to produce a steady turn. Hence, the turn radius at the stall speed is infinite. As speed is increased above the stall speed, the airplane at CLmax is able to develop lift greater than weight and produce a finite turn radius. For example, at a speed twice the stall speed,
the airplane at CLmax is able to develop a load factor of four and utilize a bank angle of 75.5° (cos 75.5°=O.25). Continued increase in speed increases the load factor and bank angle which is available aerodynamically but, because of the increase in velocity and the basic effect on turn radius, the turn radius approaches an absolute minimum value. When CLmax is unaffected by velocity, the aerodynamic minimum turn radius approaches this absolute value which is a function of CLmax, W/S, and AoA. Actually, the one common denominator of aerodynamic turning performance is the wing level stall speed.
The aerodynamic limit of turn radius requires that the increased velocity be utilized to produce increasing load factors and greater angles of bank. Obviously, very high speeds will require very high load factors and the absolute aerodynamic minimum turn radius will require an infinite load factor. Increasing speed above the stall speed will eventually produce the limit load factor and continued increase in speed above this point will require that load factor and bank angle be limited to prevent structural damage. When the load factor and bank angle are held constant at the structural limit, the turn radius varies as the square of the velocity and increases rapidly above the aerodynamic limit. The intersection of the aerodynamic limit and structural limit lines is the “maneuver speed." The maneuver speed is the minimum speed necessary to develop aerodynamically the limit load factor and it produces the minimum turn radius within aerodynamic and structural limitations. At speeds less than the maneuver speed, the limit load factor is not available aerodynamically and turning performance is aerodynamically limited. At speeds greater than the maneuver speed, CLmax and maximum aerodynamic load factor are not available and turning performance is structurally limited.
Each of the three limiting factors (aerodynamic, structural, and power) may combine to define the turning performance of an airplane. Generally, aerodynamic and structural limits predominate at low altitude while aerodynamic and power limits predominate at high altitude.
CFIT is prevented by awareness of proximity to terrain - nothing else
True, but folk have a habit of boxing themselves in. The US lists a number of accidents each year where folks get trapped by flying into canyons, we had a Beaver here that may well have fallen foul of the same with the loss of all onboard. Refuelling one day and a C 206 pulled up, two young lads with girl friends, shrubbery hanging from the airframe, had flown into a canyon in absolutely foul weather, pulled up when they reached the end of canyon clipping the vegetation - lucky. Typical accident.
https://dms.ntsb.gov/pubdms/search/h...D940D0EBE66555
Take note of page 16 at
https://dms.ntsb.gov/public/60000-60...163/606411.pdf
Not a laughing matter