this is a substantial piece of work. I like that it estimates strut and fuselage loads.
Be very careful just using it.
There is no listing of wing beam shear, bending moment, and torsion vs spanwise position. I was expecting those as they are the origin of loads in the struts and root mounts as well as driving spar design. I suggest that doing the calculation of shear, bending, and torsion curves while you have all the rest of this info in one place will help the designer to minimize weight. Spar weight is minimized with the strut mount further out along the span...
The assumption that the spanwise center of lift coincides with strut mount can result misplacing the strut to a place that builds in more weight rather than less.
The use of Shrenk's Approximation overestimates the loads from the outer portion of the wing. In general design, this can cause the designer to place the strut mount at a place along the wing that drives higher moments in the spar set and thus increase weight in the heaviest single item in the wing.
I also find significant that the strut tension (in positive g) and strut compression (in negative g) are not included.
Clmax and alpha as input are both insupportably high.
The removal of distributed wing weight from the root loading is more realistic than leaving it in, but neglects to add that load back into the spanwise loading, which decreases some wing loading applied to the analysis and decreases the calculated loads at the mountings...
While VsubD is talked about, I did not see the case. Maybe I missed it. Here is the problem with only doing VsubA - it is max Cl alpha, usually around 15 degrees, while VsubD is around 3-5 degrees. If you calculate I and EI of the wing rotated to 15 degrees, lifting loads perpendicular to the chord line are modestly lower, while pitching moment is relatively modest. Doing a downtown job on analysis at VsubA is the most severe cases for forward component of lift and may be the most severe for analyzing mount loads. You also need to do VsubD where you simultaneously have more load perpendicular to the chord line, much more pitching moment, and much higher inflation forces from higher q. Then there are the equivalent negative g points, which can matter a lot due to the wing-beam being asymmetric, struts are in compression, etc.
Billski