This is an extremely serious issue and I am pleasantly surprised that it has been raised in such a sober manner.
While I am not in China and do not profess to know how the safety system in that country works; but I am closely involved in the safety management system and the flight data quality assurance program in my organization; located in Asia.
I am providing this back ground so everybody understands the system wide perspective I am writing from.
First and the most critical is to understand that the output of the QAR analysis is not infallible. That it is a tool meant to not just detect what happened; but why is occurred and how recurrence can be prevented.
Secondly, For those commenting that any events can only occur to incompetent pilots display an utter and complete lack of appreciation of human factors, environmental issues and aircraft system design.
For example, to address a comment above with regard to the flap altitude Exceedence: the reason it is fixed at 20,000 ft is not structral but related to the minmimum mach meter reading. I know this will be taken with a pinch of salt but this info is straight from the manufacturer.
Secondly, QAR monitoring programs do not take into account any altimeter error or the soft altitude hold mode. I.e. if the ac is at FL 200 the QAR FLAP altitude Exceedence will be triggered even at 20,0050 ft. Another issue is change in QNH SETTINGS which can be upto 15 to 18 hpa. Resulting in the altimeter readings changing by upto 500 ft. I.e. changing from QNE to say 1020 hpa QNH will result in an altitude change of between 170 to 200 ft.
Imposing punitive action on the pilot for a 'speed speed' or for Vfe altitude is evidence to me that no rigor is being applied to understand the underlying causes or risk factors that result in such events. Which means the root cause is not identified and it will happen again & again & again ........