Initial report has been released.The more detailed report is in Japanese at the moment http://www.avherald.com/h?article=416e7619/0013&opt=0Japanese but CVR and Tower transcript is in Englishhttp://jtsb.mlit.go.jp/jtsb/aircraft/downl...0416-N526FE.pdf

Kind of creepy even just reading the text. I used Google Translator and here is the final excerpts translated in english (in Red):06:46:29 TWR FedEx80, cleared to land, runway 34L, wind 320 at 29, maximum 36, minimum 17, QNH 2956.06:46:39 FDX80 Okay, cleared to land 34L, copy that, 2956.06:46:42 TWR Roger.06:46:44 Capt Five six.06:46:45 FO Got it.06:46:45 TWR Tower broadcast, Narita QNH change 2956, Narita QNH changed 2956,broadcast out.06:46:53 CAWS One thousand.06:47:10 Capt Yee haw.. ride em cowboy.06:47:17 RAAS Approaching 34L.06:47:40 CAWS Five hundred.06:47:42 Capt Cleared to land 34L..... Stable. ［笑い声］"Laughter"06:47:46 FO Sheee.06:48:03 CAWS ［自動操縦切断トーンのような音］ Autopilot. "Autopilot disconnect06:48:08 TWR Wind 320 at 27, maximum 34, minimum 18.06:48:11 CAWS One hundred.06:48:15 CAWS Fifty.06:48:16 CAWS Forty.06:48:17 CAWS Thirty.06:48:18 CAWS Twenty.06:48:19 CAWS Ten.06:48:20 CAM ［接地した06:48:20 CAM ［接地したような音］ "Touches Ground"06:48:22 CAM ［大きな衝撃音］ "Great impact sound" 06:48:27 CAM ［大きな衝撃音］ "Great impact sound" 06:48:28 CAWS ［level 3 tri-tone warning sound マスター・ワーニング "Master Warning"06:48:28 CAM fire * oh # ののしり言葉 # "Damn"06:48:30 EGPWS Bank angle, bank angl-06:48:32 ［ＣＶＲ記録終了］"CVR Stop Recording"Definitions:CAM 操縦室内マイク "Cockpit Mic"CAWS = Central Aural Warning SystemRAAS = Runway Awareness and Advisory SystemEGPWS = Enhanced Ground Proximity Warning SystemHere's a link to the

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What really surprised me is I thought the crew had been knocked unconscious after the first bounce and that's why they didn't attempt to go around, but the FDR data showed the F/O was still making large control inputs even when the aircraft was rolling, before the roll he slightly increased thrust but never to full TOGA powerThe whole thing is really sad, the aircraft landed hard under difficult conditions but I don't think it would have ended this way on any other type, the crew were flying a stabilized approach at Vref

Never one to speculate on these matters, particularly with such a tragic outcome, but the first bounce might not have been such an issue if the sharp pitch down hadn't followed. The nose gear touchdown initiated the porpoising, the second part of which led to the separation of the left wing, perhaps through contact with the ground. The subsequent lift asymmetry threw the plane onto its back...It must have been hell up front, and it all happened so quickly. The approach looked fairly stable to my untrained eyes, the first touchdown, although hard, didn't look overly out of control, but everything after that did look terribly out of control.I said this before at the time of the incident, my deepest sympathy to the families and friends of the flight crew. To be honest, I personally care little whether it was pilot error or nature, in the aftermath, only the human loss counts. Let us hope that the final report uncovers what may have caused this and that the operators may learn from this... there are still many MD11s in service, and it would be nice to see them operating for some years to come (I like the way the aircraft looks, always have...)AndrewRob, no disrespect, but in those winds, I would have guessed they were flying at Vref +10-15 surely?

Good post Andrew, I'm interested in reading the final report because I think sadly this will be put down to pilot error despite the fact that the aircraft did some pretty crazy things without pilot input. We'll just have to wait and see.Yes your right, Vref + wind additives I really need to start saying 'Vaap' when takling about approach speeds.

Start with appendix E , Page 125,This will tell you what the crew should have done, What they actually did hopefully, will be on the DFDR,when it is released. http://www.dtic.mil/cgi-bin/GetTRDoc?AD=AD...oc=GetTRDoc.pdfProper main gear strut servicing could come into play as a possible maintenance factor.