Presently you will crash as soon as you hit the limiting speed, Vne, Vno/Mmo.
IRL there a considerable margin until reaching the actual limiting speed Vdf/Mdf, ~20%.
Certification note: Each part of the airplane must be demonstrated in flight to be free from excessive vibration under any appropriate speed and power conditions up to Vdf/Mdf.
So there’s no need to add heavy buffeting etc. simply delaying the crash would be sufficient IMO.
I have the same issue too and it’s really annoying.
I mainly fly the C208 which has a Vmo of 175kts, currently if you go about 178kts you ‘crash’. This mostly happens when cruising at 160kts and hitting unexpected turbulence/gusts/windshear that push your airspeed up to 178kts, even momentarily.
(I am aware the turbulant air penetration speed is 148Kts in the C208, but speed increasing to 3Kts over Vmo due to unexpected weather wouldn’t break the plane, or any other certified plane for that matter)
As previously stated, in real life the margins are a much more generous before you reach Vdf. But even a conservative 10% margin above Vne/Vno/Vmo would be much more realistic and sufficient to stop this issue.
It should also be really easy to implement in the sim, Asobo simply need increase the ‘crash trigger’ (which currently uses the aircraft’s max speeds from flight_model.cfg) to be 1.1x or 1.2x the value in that file.
The margins for certified aircraft are stated in JAR/FAR Part 23, Rule 23.335.
Which generically states:
And those are MINIMUM requirements!
So Vd for the C208 should be at least 175 / 0.9 = 194kts! Meaning the aircraft shouldn’t ‘crash’ until you, at the very least, exceed 194kts (assuming you stay within the G limits of course).
A video with some good context around certification requirements and generally Vmo/Mmo/Vd/Md https://www.youtube.com/watch?v=UcpPQcvBHJ8
The opening lines make exactly the same point as this thread 
When reaching the red limit zone at high speed, the aircraft is far from being in a danger zone. Above Vmo, or Mmo, there is still a huge flight domain that is free of flutter. The aircraft can fly up to Vd or Md, which are design dive speeds, used for the structural sizing. Limit loads are only reached with severe manoeuvres, and these loads are not achieved with a simple overshoot of Vmo or Mmo.
And yet any limit exceeded is an inspection, should the sim be allowing outside of the published allowable maximums? It doesn’t do damage so it is either a hard limit, or has no meaning. Not necessarily the best way to represent it, but then how would it be done to cause players to respect the limits?
Could wear the body faster, or not the limit that alarm goes… sould be more… at last 20% overspeed before broke…
Inspection is only required for significant exceedances. As an example I quote Management of Overspeed Events in Cruise | Safety First
In cruise, VMO/MMO provides a significant margin to design limits
All Airbus aircraft are designed and tested to be safe to fly up to design limit speed, which is a value with margin well above VMO/MMO at cruising altitude (Refer to the Safety First article « Control Your Speed in Cruise », published in 2016). There is therefore no need to rush in taking over manually when the aircraft reaches VMO/MMO.
Autopilot is robust to overspeed
The AP will remain engaged throughout most of the overspeed events encountered in cruise.
The AP will only automatically disconnect if there is a large or prolonged VMO/MMO exceedance.
On fly-by-wire aircraft, when the Aircraft is in overspeed situation, as long as the autopilot is engaged, the HSP protection is not active and the AP flight objectives remain unchanged. The autopilot will automatically disconnect if the High Speed Protection (HSP) activates. The HSP will command the appropriate pitch up input.
Inspection following an overspeed event
Aircraft inspection is only required when the speed exceeds VMO by 20 kt (or MMO+0.02 for A330/A340 aircraft and MMO+0.04 for A320 family). There have been no findings reported following inspections performed after overspeed events on Airbus fly-by-wire aircraft.
code in a degradation to airframe health, make it expensive. In the Air Force if a pilot had an over-G, the crew chief would hand him a speed handle and tell him what his favorite beer was. The skin had to come off to check many things. Those inspections took a WHILE. But the plane made it home. Don’t instantly nuke the plane.