Aileron Upset
As an afterthought, is it fair to say that we've discussed wing bending on the basis of the simple case where the centre of lift always has the same moment-arm about the wing root? On swept-wing a/c it will change with speed, IIRC, but the structures men presumably allow for that. We've also talked about the merits of keeping the wing CG as far out as practicable for so-called wing-bending relief, which also and importantly reduces the stress on the wing root. Apart from design considerations such as the positioning of any engine mountings and the fuel tanks this can be achieved by the common practice of using fuel from the outer tanks last.
But a less-used, temporary method of wing-bending relief is to move the centre of lift towards the fuselage. On the Vickers/BAC VC10, for example, this was employed at high weights in the climb below F/L 240 by angling the ailerons, which were in the traditional position near the wing tips, slightly upwards. The system was known as aileron upset. With all its engines mounted on the fuselage, plus a centre-section fuel tank, the resulting deep wing root of the VC10 was a big design issue in terms of drag and weight. Consequently the VC10 and Super VC10 were less efficient in the cruise than their long-haul rivals, such as the B707-320B/C, which also enjoyed the twin advantages of a higher MZFW and lower APS weight.