In aviation “g” is used as another term for “n” the load factor, which is defined as the ratio between lift and weight (n=L/W ) and is therefore dimensionless.
For the following we have to note that we speak only of forces in the vertical axis of the aicraft, which is fixed to the aircraft but not fixed to the earth. And we define lift as an aerodynamic force created mainly by the wing acting in the vertical axes of the aircraft regadless of the position of the a/c in space.
The load factor is a criteria for the structural design of an aircraft.
Base condition is the load factor n= 1 (1g) the condition of steady linear flight (“straight and level).
The resultant lift is in equilibrum with the weight of the aircraft.
In aircaft design consideration has to be taken for additional forces generated by a curved flightpath. That may be in unsteady climb and descends (up to loops ) or turning flight . Structural design is limited by a maximum positive resp. negative load factors n (g).
Curved flight in any position of the aircaft in space generates centrifugal forces which has to be opposed by additional lift which causes additional stress to the airframe..
In an inverted straight and level flight lift is generated as well by the wing which is at an angle of attack to the airstream (may be not possible with any aircraft, though) and is as well in equilibrium with weight.
The pilot and passengers have to be strapped in not to fall earthwards like a glove or a cup of tea on the coaming.
If you generate a centrifugal force in a curverd path by applying up elevator, even flying inverted, the objects will stick to the aircaft. They are restrained by the coamimg or seat and therefore have to follow the curved path and a centrifugal force is exerted on them as well, which then keeps them pressed to the aircraft against the weight.
That may apply to an ordinary inside loop but also to some sort of corkscrew roll.
Same naturally applies in the bank of a turn.
You do not need the term “g” to describe these effects.
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