Just think how difficult it will be for those who handle the tinpot, little, low-cost air lines that can not even supply the correct DOW and DOI information to DCS.
I doubt very much that MAN L/C will bother to work out the correct DOW and DOI when there is a last minute aircraft change or crew config change. They would not have the time to look in the manuals and do all the maths (I did not mean that they just wouldn't bother, incase anyone replies).
Now lets think about the 'manual checkin to DCS loadsheet' problem. Will checkin have to ring MAN after the closure of every flight?
What about the stations that have more than just the codeco DCS system, will they just have do everything manual or are MAN going to look after these also?
Has anyone thought about ad-hoc flights or last minute positioning flights. Are airlines going to be told to send all handling requests to MAN and ring them with any aircraft changes.
Just think about it, when you try and ring a servisair station which number do you usually end up having to ring to get an answer? Load control. Who will answer the phone if they have gone?
Will crew have to call MAN for the EZFW?
CLC does work very well for some airlines, that is a proven fact.
It works because they have a single set of rules and impart a single set of procedures and level of training throughout their network.
It will not work well for a handling agent because each individual airline has it's own requirements and each airport it's own problems to overcome.
I could see it working at the large airports like MAN, LGW and any other where loadcontrol is exclusively that. Provided they stuck to IT traffic or those airlines which follow standard loading for every flight.
I have worked at an airport where a handling agent used CLC, there was an awful lot of ballast loaded at the last minute. Airlines do not like ferrying ballast around.