Re: Vne of 25 kts at landing approach height? Really?
Reading through the NTSB report, the most salient points of which are included in the article anyway, it seems to me that it wasn't so much a case of exceeding Vne but commanding a flight surface deflection that exceeded the VA (Design maneuvering speed) limit i.e. at the speed it was travelling, the commanded elevon deflection produced more force than the airframe could sustain.
The root cause of this was commanding a nose-down attitude to regain the glideslope when the aircraft was gusted above it and this commanded node-down attitude inevitably resulted in an increase of both the vertical descent rate and the airspeed, taking it to VA. However, regaining the correct vertical descent rate once the aircraft got back on to the glideslope required a nose-up attitude and the degree of up-elevon commanded to achieve this, whilst it was at VA, broke the aircraft.
I think it has to be said that commanding a nose-down whilst on the glideslope, in close proximity to touch-down (and the ground) and whilst already in its maximum drag configuration, which meant that it had no further way to reduce airspeed, was not a wise move because the increase in both the airspeed and vertical descent rate was predictable; the autopilot landing routine should have known this and either landed further down the runway, if it thought there would still be enough runway left, or gone around if there wasn't.
The fix, as mentioned in the article, is to fit an airbrake so that instead of needing to command a node-down to regain the glideslope the airspeed can be reduced, which will bring it back on to the glideslope, without increasing the vertical descent rate or exceeding VA.