BUT if in trouble/doubt PULL. The reasoning being that during certification VNE is set at 90% of the max demonstrated speed, whereas the structure has to demonstrate 150% of the max G load (usually 6G) and remain flyable.
Several reasons I disagree with this, and would rather slip past Vne, than a G limit if I've buggered up (and I have), assuming that I have the space (altitude).
The Vne/Vd relationship is indeed 100%/110% - with no damage at 110%. The 100% G limit load/150% G untimate load allows for permanent damage above 100% G, so in theory you could have bent the plane at 110% G (ask Pistons). You will not have bent the plane at 110% Vne, unless you're mixing a whole bunch of G in there too.
All aircraft are equipped with an airspeed indicator, few with a G meter. I'd very much
know I'm 110% Vne, than
guess at my G, while recovering from a buggered up maneuver, avoiding a secondary stall, and not greying out!
If you're pulling a whole bunch of G, you are much closer to a high speed stall or spin, which if you're just busy getting out of trouble, is the last thing you want.
If you're pulling a whole bunch of G, you are closer to greying out, if you're not the super G resistant pilot, you want to remain "all there" for your recovery.
All this being said, as Pace correctly points out, if, in a spin approved aircraft, you're getting into the high G and high speed corner of the envelope, you've not recovered the spin well. My recent spins in the Caravan at forward C of G showed that a one turn in spin required just less than one additional turn out, but the best I could do was to touch Vne, while pulling 2.8 G to get out of the resulting dive. The Cessna 185 and 206 are similar in this regard.