Re: Vne of 25 kts at landing approach height? Really?
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.
Thats a good description of how speedbrakes, as fitted to fast jets, work but isn't applicable to airbrakes as fitted to lower speed aircraft such as gliders. In this case 'airbrakes' is really a misnomer and the American term 'spoilers' is more accurate. Well-designed airbrakes have very little effect of the airspeed. Their main effect, when opened, is to reduce the wing's lift, thus increasing the sink speed. The airspeed may increase, stay the same or decrease as the brakes are opened dependent on the design of the aircraft.
Examples: opening the brakes on a ASK-21 increases sink rate while leaving the airspeed almost unchanged. Doing the same on a Grob G103 increases sink rate AND airspeed, while opening the enormous brakes on a Puchacz raises the sink rate while causing an immediate drop in airspeed. You quickly learn to ease the stick back while opening the brakes in a G103 and to push the nose down if you're flying a Puchacz. These are all well-respected two seat training gliders. I flew all three types while pre-solo and have flown them all solo since then. Single seaters tend to be better behaved in this respect: none of the types I've flown have showed much speed effect from using the airbrakes.
Bottom line: if Aquila had well designed, effective airbrakes, merely opening them further would have put it back on the glide path without affecting its airspeed or requiring an an attitude change.