Most pilots associated with spam can type flying, C-172's, Cherokee's, etc, never really worry much about VNE. In most cases it takes an extreme flight angle for these type aircraft to approach their designed VNE. In my experience some pilots also have a sketchy concept on TAS vs IAS and its meaning to their aircraft. However we who have ventured into the higher performance, especially homebuilt, market need to think about it and maybe 'get real' about it. My 180HP RV-4 cruises at 209 mph true air speed at 8,000' PA. That is just 2 knots under what Van's designed the RV-4 VNE max. Four days ago flying into San Antonio I was descending out of 10,500' PA, which was close to 14,000' density altitude and noted IAS below 180 mph but true airspeed, as measured on my Dynon and verified on my G496 at 227 mph TAS. Yes, well above designed VNE. The air was smooth and I monitored it as I descended and watched where TAS and IAS started to marry up, as it does when we descend...both being equal at sea level and on a standard day. I am admitting this is normal ops for me. Back when I had my Rocket that I bought I would routinely cruise at 190-200 KIAS, with airframe components that are exactly as I have on my RV-4 I built. The Rocket has an accepted higher VNE. When I did my Phase 1 testing with my newly completed and painted and W&B'd RV-4, I did incremental airpseed testing that exceeded published RV-4 VNE to determine the characteristics of my over powered aircraft and finished them knowing my RV-4 did not exhibit negative flying traits at an acceptable limit above published VNE. A 'safe' way to accomplish this testing is another discussion.
In short, if you cruise your RV type aircraft at cross country altitiudes- 10,500 Westbound and 9,500 Eastbound is gnereally where I am, and fly 'full throttle' at those altitudes, generally around 20 in MP, if you lower the nose, you WILL exceed VNE TAS, unless you significantly decrease power setting. It is just a fact. If you are one of those that NEVER exceed Van's posted limit, that is your choice and I'm assuming you understand TAS vs IAS. However, if you consider the 1000's of Vans aircraft flying out there, I am quite comfortable that the aircraft are designed, and if properly built, and verified, can exceed and do exceed published VNE routinely. I chose to test my RV-4 to a limit that I knew I would routinely fly and am comfortable with MY limit.
Not trying to convince anyone out of their opinion, just showing my point of view on it. Flutter, striking other flying objects, unbalanced aircraft etc are all serious business, as is flying in general, but an open mind to the reality of our aircraft and aerodynamics can be liberating.
"A man's gotta know his limitations"