AEROMATECAÑA: LA COMPETITIVIDAD NO SE MIDE SOLO EN NÚMEROS

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En el mundo de la aviación, solemos pensar que la competitividad de un aeropuerto se mide por la cantidad de vuelos que ofrece cada día. Más frecuencias, más aerolíneas, más pasajeros, sin embargo, la realidad es mucho más compleja.

La verdadera fortaleza de un aeropuerto no está únicamente en cuántos vuelos despegan o aterrizan, sino en la robustez de su red de frecuencias, la resiliencia frente a imprevistos y la fiabilidad de la conectividad que garantiza a la ciudad y a la región.   

El caso del Aeropuerto Internacional Matecaña de Pereira, en tres episodios recientes, ilustra con claridad cómo un alto número de vuelos programados no necesariamente asegura una conectividad sólida.

El pasado jueves 27 de noviembre, la ciudad amaneció con una espesa capa de niebla. En la programación del Matecaña figuraban 32 frecuencias: Entre las nacionales, 20 vuelos a Bogotá, Avianca (14), LATAM (3), JetSmart (2) y Clic (1).  – 7 vuelos a Medellín, con Clic (4), Avianca (2) y LATAM (1).  Otras frecuencias incluían Cartagena y la Costa Atlántica. En el frente internacional 2 vuelos a Panamá, operados por Copa.   

A primera vista, la oferta parecía amplia y diversa. Sin embargo, la realidad fue otra: de esos 32 vuelos, solo 8 salieron a tiempo, 4 sufrieron retrasos, 4 fueron desviados a Cali y 16 terminaron cancelados.

En esta instancia, la ciudad perdió su conectividad nacional con Bogotá, su principal hub, a pesar de contar con cuatro aerolíneas en la ruta.  En el frente internacional, la situación fue aún más delicada: un vuelo de Copa desviado a Cali al mediodía y posteriormente cancelado allí, y el otro retrasado más de una hora en la noche.

En cuestión de horas, Pereira perdió el 50% de su conectividad internacional al hub de Panamá.

Este episodio demuestra que no basta con tener varias aerolíneas y múltiples frecuencias. Si la red no es robusta ni resiliente, un evento meteorológico puede dejar a una ciudad desconectada de manera súbita.

Solo dos días después, el sábado 29 de noviembre: la crisis del sistema ELAC de la flota A320 a nivel global. Este evento puso de nuevo a prueba la competitividad del Matecaña.

Airbus emitió un boletín de emergencia que obligaba a mantener en tierra toda la flota mundial de aviones A320 hasta actualizar dicho sistema de software del piloto automático. 

La medida golpeó de lleno a Avianca, que opera más del 50% de las frecuencias en el Matecaña. La aerolínea suspendió la venta de tiquetes hasta el 3 de diciembre, y los retrasos se extendieron durante todo el fin de semana y de la temporada navideña en diciembre.

LATAM y JetSmart también se vieron afectadas, aunque en menor medida. 

El resultado fue una conectividad nacional e internacional seriamente comprometida. De nuevo, la fragilidad de la red del Matecaña quedó en tela de juicio al no contar con una red más amplia de rutas internacionales directa y depender de Bogotá como principal hub y un operador dominante en esta ruta.

Finalmente, el pasado viernes 12 de diciembre, un evento en un aeropuerto que no tiene conexión directa con la ciudad de Pereira de nuevo puso de manifiesto que cantidad no implica competitividad. En Barranquilla un avión carguero de la aerolínea Aerosucre sufrió un accidente luego de un aterrizaje de emergencia.

Este imprevisto conllevó a un alto número de cancelaciones en El Dorado, lo cual resultó en una serie de retrasos notables en las operaciones del Matecaña.

La fragilidad de la conectividad del Aeropuerto fue evidente en estos tres eventos consecutivos. En el caso del Matecaña, la dependencia de dos hubs de conexiones principales (Bogotá y Panamá) y de una aerolínea dominante lo hace vulnerable.

Aunque en papel se ve un aeropuerto con cinco aerolíneas y decenas de frecuencias que además incluyen Medellín y Cartagena, en la práctica su conectividad puede colapsar ante un evento inesperado.

Lo que está en juego para Pereira es su competitividad como Ciudad. La conectividad aérea no es un lujo: es un motor de competitividad y la región.

Empresas, inversionistas, turistas y exportadores dependen de que el aeropuerto funcione como una puerta confiable hacia el país y el mundo. Cuando esa puerta se cierra, aunque sea por unas horas, las consecuencias económicas y sociales son inmediatas. 

Por eso, pensar en la competitividad del Matecaña exige ir más allá del conteo de vuelos. Se necesita una estrategia que diversifique destinos, aerolíneas y aeronaves, que fortalezca la infraestructura para enfrentar fenómenos meteorológicos y que reduzca la vulnerabilidad de su red.

En un mundo donde las disrupciones son cada vez más frecuentes —desde tormentas, pasando por seguridad aérea, hasta crisis técnicas globales—, los aeropuertos que logren construir redes sólidas serán los que realmente impulsen el desarrollo de sus ciudades.

Para Pereira, el reto está claro: transformar la cantidad en calidad, y la frecuencia en resiliencia.

94 COMENTARIOS

  1. El señor Marlon Mejía ya perdió por completo el pudor profesional y el rigor académico en su cruzada contra el Aeropuerto Internacional Matecaña (AIM). Muestra, de manera abierta, su talante ético cuando es capaz de amañar ejemplos y argumentos con tal de sembrar la duda en la opinión publica sobre la viabilidad del aeropuerto de Pereira. Su último artículo, no solo es tendencioso, lleno de argumentos falaces, y de sofismas, sino que está basado en ejemplos traídos de la casuística que no afectan al AIM en exclusiva. Los episodios que usa Mejía, como ejemplo, para reforzar la campaña, que emprendió en compañía de otros, con el propósito de denigrar de la posición competitiva de AIM son ridículos y tendenciosos como quiera que estos aplican para cualquier aeropuerto en Colombia o en el mundo, veamos: (i) los problemas meteorológicos son de ocurrencia global y afectan las operaciones de todo aeropuerto, inclusive las de los aeropuertos que cuentan con ayudas sofisticadas de aeronavegación como las que operan en AIM; (ii) el problema de la actualización del software de los aviones A320 tuvo impacto sobre las operaciones aéreas en todos los aeropuertos del mundo, los aeropuertos de Colombia, incluido Matecaña, no fueron ajenos a eso. La elección de las flotas de aviones, su diversidad, es un asunto de la cuerda de las aerolíneas no del resorte de los aeropuertos; y (iii) el incidente del avión de carga en la cabecera de la pista del Aeropuerto Ernesto Cortissoz de Barranquilla no merece comentarios por absurdo. La obsesión de este caballero en contra del AIM llama a que nos preguntemos: ¿cuál es su verdadero interés en el tema?; ¿ qué intereses realmente gestiona y representa?; ¿quién está detrás de Mejía y cia?

  2. En simples términos los 3 puntos :

    1) 27 de noviembre NIEBLA ESPESA
    Solo AIM afectado a pesar de tener ILS categoría Cero Visibilidad y ausencia de lluvia ese día. Los aviones fueron desviados a Cali y Bogotá, las operaciones en Medellín y Bogotá fueron normales y en Armenia el impacto fue menor que en Pereira. Un sistema con la sofistificación del ILS de Pereira, debería eliminar la mayoría de las afectaciones climáticas; cuando se tiene niebla, nieve, y lluvia, con rafagas de vientos se pueden justificar afectaciones climáticas. El ILS del AIM no da precisión total en todos los ejes por razones que técnicas que son demasiado específicas y especializadas para discutir en un entorno editorial como este y son mas propias de una publicación técnica o una tesis de grado en Aviación; nada que ver con ciencias sociales como Economía ni campo de Consultoría Empresarial

    2)29 de noviembre, boletín de seguridad Airbus
    Este fue un problema nacional, pero la aerolínea mas impactada fue Avianca. LATAM y JetSmart ya tenían sus flotas en plena operación en 24 horas. De otro lado, mientras Pereira experimentaba problemas de conectividad en ese periodo Medellín, Cali, y Cartagena aún tenían conectividad directa con Lima, Santiago, México, Punta Cana, Miami, Nueva York, Atlanta y Madrid.

    Esas ciudades de Colombia tenían vuelos operados por aviones por otras aerolíneas como Aeromexico, JetBlue, Delta, Wingo, Arajet y Air Europa. Pereira depende de Avianca en mas de la mitad de sus vuelos y solo cuenta con Panamá como alternativa de conexión. Bucaramanga, por ejemplo, aún tenía conectividad con Fort Laudardale y Panamá mientras que Pereira ni siquiera podía conectar directamente al menos con La Florida.

    3) Accidente de Aerosucre
    Este fue un problema que impacto la conectividad de todas las ciudades del país con El Dorado, pero las ciudades que no dependen exclusivamente de un solo hub que tienen conexiones directas a otros puntos tuvieron. Cali de nuevo con JetSmart a Chile, con Aeromexico, y Avianca y World2Fly a Madrid pueden hacer hub-by-pass con o sin afectacion en el Dorado. Medellín mantuvo además conectividad con Lima Cancun, Punta Cana y Houston. Cartagena tuvo conectividad con Atlanta, Ámsterdam, Miami y Nueva York. Las tres ciudades tienen redes suficientemente robustas para mantener alternativas de conexión y así lo hicieron durante estos tres eventos.

    Juan Carlos Grillo, usted y yo nos hemos encontrado y dialogado alrededor de una mesa de café, no entiendo porqué optó por referirse a mi en tercera persona en esta sección de comentarios.

    En ningún momento estoy hablando mal del AIM, estoy hablando de algunas de las variables que brindan competitividad a un Aeropuerto. Ya desde la administración central intentaron determinar mi afiliación con terceros, sin uusufructi. Usted tiene el onus como parte acusatoria de la existencia de un motivo ulterior llámese Mejía &Cia o cualquier otro tipo de interés personal en el Aeropuerto Internacional Matecaña.

    Para eso le doy un plazo razonable de dos semanas.

    Le deseo suerte en su indagación
    Marlon Mejía

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