JM
No, what I was thinking of was the effect I quoted in an early post repeated here:
What I am talking about is the breakdown in the simple relationship between stalling speed and applied G. Simple (incompressible) consideration of the lift equation (L = Cl x ½ x density x wing area x speed squared) tells us that if we have a wings level stalling speed of say 100 kts, then at 141.4 kts (or whatever the square root of 2 is) we should be able to pull 2g, ie just manage a 60 deg bank steady level turn at the stall. But somehow one can never quite achieve this and the shortfall at 173.2 kts is even greater (root 3 when we would expect 3g from simple theory).
Every aircraft I have flown demonstrates this point even at circuit height. The designers I have whinged to always blame compressibility. But you feel it is more Re?
JF