Another way to look at it is to consider that ADS-B data is designed principally for surveillance (i.e. as a radar substitute) - that's what the "S" stands for - so it's perfectly adequate for use by ATC to ensure separation.
But attempting to use it as if it was a mini-FDR is fraught with difficulties, not least because all those FR24 data points before touchdown that purport to show both a lat/lon and a velocity are fabricated from two separate transmissions from the aircraft at different points in time, one with each of those two parameters.
Incidentally the QNH at the time of the incident, according to the METARs, was about 1020 mb so the height readouts are likely to be about 200' adrift from true AMSL values.