Is there a document for the pilot prescribing or limiting the number of limit G occurences?
How the RAAF manage the issue on legacy F-18s.
Each Hornet aircraft has a Maintenance Status Data Recording System (MSDRS), which provides information on the aircraft’s structural - fatigue consumption and the aircrew’s flying characteristics during each flight. This data is then processed by the Mission Severity Monitoring Program No. 2 (MSMP2), to provide FLEI data relevant to each mission, and to update the fatigue - life records of each aircraft. Tactical Fighter SPO uses this information to manage individual aircraft against their structural ‐ life limits and to identify aircraft requiring close structural ‐ fatigue consumption management and structural refurbishments. The information is also provided to ACG’s 81 Wing for the purpose of structural ‐ fatigue management, through mission planning and g ‐ force management by pilots. This is to ensure that Fatigue Life Accrual Rates in the Hornet fleet are maintained within agreed limits while maintaining operational effectiveness.
Hornet aircraft have over 70 structures—such as the centre barrel—which are subjected to accumulated stress. Once their accumulated stress exceeds the structure’s specified FLEI or airframe hours flown (AFHRS) limit, they require refurbishment, or the aircraft needs to be withdrawn from service or transitioned to a safety ‐ by ‐ inspection regime. At the time of the audit, the RAAF’s classic Hornets have over 20 structures that are subject to a safety ‐ by ‐ inspection regime. A register of these structures, their accumulated FLEI limits and their airframe hours flown limit is maintained in the Hornet Service Life Limit (SLL) register.
http://www.anao.gov.au/~/media/Files...05%20OCRed.pdf