Hi again, Hawk
I have been working with a pen, a paper and my old
fx-82 (no books, unfortunately) and damnit! I think you are right
If at stall speed (1g) we have a given lift coefficient then at 1,3 that speed (1g) we have 0,59 times that lift coefficient. Irrespective of the type of wing. Which means that if at approach speed (1g) we have a given CL , increasing CL to CLmax we will achieve 1,69 times that coefficient: 1,69 g capability, as you said!
The swept wing only means we need more angle of attack to achieve the CLmax. This fact could contribute to the unstable speed regime risk that I mentioned earlier, as a large increase in AoA means a large increase in drag (but how swept wing affects CD as compared with a straigh wing one I don't know. Argh!).
Maybe the risk is tal strike in swept wing airplanes when idle landing, rather than inability to flare
It also means that, since CLmax is lower, Vref in a swept wing airplane nees to be higher than in a straight wing one, but that only contributes to require more distance to land.
Still, we have some reasons why we should not attempt idle landing in
jet airplanes. And I swear on god that the report I read showed the damn swept wing CL-AoA curves!
Thanks. I have enjoyed learning!