Creative Speculation

Your link is all well and good Seger, but as you are perhaps understanding by this point (well maybe not you), is that the FAA clearly defines the loads with respect to aircraft.

Anyone who has a mouse and scroll wheel can figure it out just by scrolling down through this link. I'll post and bold/underline the terms with which you obviously need help.

Subpart C—Structure
Contents

General
§25.301 Loads.
§25.303 Factor of safety.
§25.305 Strength and deformation.
§25.307 Proof of structure.

Flight Loads
§25.321 General.

Flight Maneuver and Gust Conditions
§25.331 Symmetric maneuvering conditions.
§25.333 Flight maneuvering envelope.
§25.335 Design airspeeds.
§25.337 Limit maneuvering load factors.
§25.341 Gust and turbulence loads.
§25.343 Design fuel and oil loads.
§25.345 High lift devices.
§25.349 Rolling conditions.
§25.351 Yaw maneuver conditions.

Supplementary Conditions
§25.361 Engine torque.
§25.363 Side load on engine and auxiliary power unit mounts.
§25.365 Pressurized compartment loads.
§25.367 Unsymmetrical loads due to engine failure.
§25.371 Gyroscopic loads.
§25.373 Speed control devices.

Control Surface and System Loads (part of flight loads)
§25.391 Control surface loads: General.
§25.393 Loads parallel to hinge line.
§25.395 Control system.
§25.397 Control system loads.
§25.399 Dual control system.
§25.405 Secondary control system.
§25.407 Trim tab effects.
§25.409 Tabs.
§25.415 Ground gust conditions.
§25.427 Unsymmetrical loads.
§25.445 Auxiliary aerodynamic surfaces.
§25.457 Wing flaps.
§25.459 Special devices.

Ground Loads
§25.471 General.
§25.473 Landing load conditions and assumptions.
§25.477 Landing gear arrangement.
§25.479 Level landing conditions.
§25.481 Tail-down landing conditions.
§25.483 One-gear landing conditions.
§25.485 Side load conditions.
§25.487 Rebound landing condition.
§25.489 Ground handling conditions.
§25.491 Taxi, takeoff and landing roll.
§25.493 Braked roll conditions.
§25.495 Turning.
§25.497 Tail-wheel yawing.
§25.499 Nose-wheel yaw and steering.
§25.503 Pivoting.
§25.507 Reversed braking.
§25.509 Towing loads.
§25.511 Ground load: unsymmetrical loads on multiple-wheel units.
§25.519 Jacking and tie-down provisions.

Water Loads
§25.521 General.
§25.523 Design weights and center of gravity positions.
§25.525 Application of loads.
§25.527 Hull and main float load factors.
§25.529 Hull and main float landing conditions.
§25.531 Hull and main float takeoff condition.
§25.533 Hull and main float bottom pressures.
§25.535 Auxiliary float loads.
§25.537 Seawing loads.

§25.1505 Maximum operating limit speed.

The maximum operating limit speed (VMO/MMO airspeed or Mach Number, whichever is critical at a particular altitude) is a speed that may not be deliberately exceeded in any regime of flight (climb, cruise, or descent), unless a higher speed is authorized for flight test or pilot training operations. VMO/MMO must be established so that it is not greater than the design cruising speed VC and so that it is sufficiently below VD/MD or VDF/MDF, to make it highly improbable that the latter speeds will be inadvertently exceeded in operations. The speed margin between VMO/MMO and VD/MD or VDFM/DF may not be less than that determined under §25.335(b) or found necessary during the flight tests conducted under §25.253.