Bearfoil wrote in
Post #1831
That ACARS was successful (and disseminated), is a case in point. Simply because the data encapsulated in the company channel speaks to a possibility of capturing accident information, that would seem to be a starting point.
In principle you are right. The problem is that the ACARS transmission uses low speed data rates and consequently occupies a narrow bandwidth channel. You will have noted that each ACARS message took on average 6 seconds from initiating until the receipt confirmation was received. A different data protocol and more bandwidth would be required to transfer meaningful amounts of flight parameters even in an emergency situation.
Basic GPS data including position and altitude sent every 10 seconds with the remaining unused period in each 10 second interval used for selected flight parameters would be of use. It should be remembered that the position data is already being broadcast (by most aircraft) on ADS-B, and if means can be found for receiving and recording that data, then the ACARS channels flight data upload can be increased proportionately.
I am not against the promotion of various alternate means to get all or some of this information from flights over oceanic areas, but I am mindful of the BEA's Flight Data Recovery Working Group, and the expertise they accumulated for that project. Change happens slowly, especially when the infrastructure doesn't exist, or where industry standards/protocols need to be changed and approved by statutory authorities.
mm43