Except that for various aircraft, the critical case isn't the wing - it's the rear fuselage or the fin, and the alpha (required to create the 'g') becomes beta as the aircraft rolls not about it's roll axis but about either the flight path axis or some inertia-coupled axis.
Most Hawk rolling 'g' limits (for example) are either the fin coming off (beta=high fin sideload), or an underwing store flying off the pylon (beta = high sideload, plus various nasty inertial effects).... (with the appropriate safety factors, so the bits don't actually break at the quoted 'g' and roll conditions, of course)