Clandestino, zzuf, thanks,
Thus if the rolling 'g' limit is determined by the pilot's limiting stick force, or that the structure does not break (although it might twist) within the AFM 'g' limits, as determined by flight test, this implies that if you can do it (rolling g) then it's OK ?
From experience in a manual control commercial aircraft, the combined pitch and roll control forces at VMO / MM0 are very high, much higher than pilots might expect. Are simulators representative ?
For those who have been above VMO, the forces become extremely high which may require both pilots input for recovery.
This discussion should also raise the question of how such situations might be encountered, particularly if the aircraft started from a trimmed condition; and although some procedures (generically) require a check or reset of trim position to a normal range, trim should not be used to recover the aircraft because of the risk of exceeding the normal g limit.