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August 23, 2005
PATCO or P-9? Does It Matter?
At the risk of really sitting this place ablaze, throughout the day yesterday I had a number of conversations with people who argued that the Northwest strike is more like the P-9-Hormel strike of the 1980s then PATCO, which I had argued. Hmmmm...I think it might be a little of both--but the bottom line question still is: what to do about the workers on strike?
For those who are blissfully unaware of the P-9 situation, it was one of the most bitter internal debates in the labor movement in the past couple of decades (by comparison, the current argument over the split seems like a mild disagreement). This is a grossly distilled summation (for the sake of the majority of readers): Local P-9 of the UFCW in Austin, Minnesota struck Hormel (now there's the original meaning of Spam, in case you've never had the pleasure of that dining experience) and kept the strike going long after the international union had tried to end it--and, ultimately, the international put the local into trusteeship, splitting the labor movement (or at least, dividing the intellectuals and hard-core activist left of labor) over who had the right strategy, the local or the national union. The strike was lost.
Among the questions raised: when does a union accept cuts in wages and benefits in order to help a company survive? Who decides when to strike a company, the workers or union leadership? What's the "right" balance between rank-and-file militancy versus authority exercised by national leaders? Please, I'm not posing every question...and I'm not seeking to replay the P-9 story.
So, are we here today with a similar situation: was this strike a smart move? And, if it was not, what is labor's response to it?
One person, who I believe has the best interests of unions at heart, says about the Northwest workers, "They are getting their just desserts. These are a bunch of idiots. Everyone else in the industry bellied up to the bar to help these companies survive."
Another individual with a lot of knowledge about Northwest and the Aircraft Mechanics Fraternal Association (AMFA) says, "AMFA walked right into the hands of Northwest which did not want to force a strike. These guys just boxed themselves in. And they've done a disservice to the labor movement."
As I said yesterday, and even the "let's support the workers" advocates did not refute this, the union "leadership" is not like anything we know. The guy running this, national director, 0. V. Delle-Femine, is a labor entrepeneur, someone who can cut out a sweet spot for himself without really having to think about the broader labor movement. He makes his living by raiding other unions, particularly the International Association of Machinists (IAM) but also the Teamsters and Transport Workers. He's in league with a New Hampshire management consultant and a both-sides-of-the-fence law firm who started backing him over the last five years. It's not personal, it's business.
Either way, I'm sorry to say, I don't see how these guys survive on the picket line if the pilots, flight attendants and other workers go to work. And as a few commenters yesterday pointed out, the fact that this is happening points to a complete lack of strategy on the part of AMFA--though, realistically, it would have been hard to get much labor support given AMFA's prior raiding of other unions. I think the other unions will generally sit on their hands.
But, I wonder whether there is a way to seperate Delle-Femine's leading the workers down the path to hell versus the question of my god these workers are screwed. Sure, they bought into Delle-Femine's ugly appeals to self-interest. But, the public is not going to see anything but: there goes labor getting its ass kicked yet again. It's one thing to give concessions--quite another to lose your job.
And this is where the PATCO piece plays: whatever the specifics of the internal labor dynamic, does the potential failure of the strike have bad precedents by encouraging companies to take the Northwest approach, which called, 18 months ago, for assembling a full-blown skilled workforce to come in during a strike. As one person pointed out to me, U.S. Nursing Corporation already offers ready-to-deploy full strike-breaking workforces in the health care field.
I'm not arguing that Northwest created the template. Only that sometimes an event does create...and I hate to use this cliche...a tipping point. There have been plenty of anti-war protests but there comes Cindy Sheehan and, boom, something moved. The same dynamic worries me with the Northwest strike (particularly because it touches the public/consumer so directly) and how other companies might perceive future options.
Something to worry about. But, also something not to jump to conclusions that this is the rank-and-file strike that everyone should drop everything to work on. I think it will behoove everyone to see this as a very complicated situation, with no shining knights, and, maybe requiring some cooler heads to figure out the best way out of this.
August 23, 2005 in Labor | Permalink
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Comments
There's an odd self-fulfilling issue here. To the extent that activists make the strike a test, it becomes a Patco or P-9, but this strike is a hell of a lot less signficant than the Southern California grocery strikes last year.
That debacle of that strike was apparently the wakeup call to the UFCW that led to them joining the Change to Win coalition and leaving the AFL-CIO.
The other airline unions have accepted massive concessionary bargaining, so it's unclear to me what the deep meaning is of AFMA losing a strike and being forced to accept similar concessions?
Posted by: Nathan Newman | Aug 23, 2005 9:27:05 AM
First, a question: as I was seven years old at the time of the PATCO strike, can someone tell me: how did Reagan fire them? Taft-Hartley? Railway Labor Act? Thanks in advance for the answer.
Second, to respond to Nathan Newman: I think this strike is extremely significant because airline workers have already paid an incredible toll for the deep shit the airline industry finds itself in. My thought is: regardless of the problems of the AMFA, and they are many, at least someone is fighting back! But there's a problem. What message does it send if someone fights back and gets crushed? Northwest clearly 1) is not in nearly as deep of trouble as other airlines, and 2) is taking advantage of that to demand as deep of cuts as United et al., giving it a big competitive advantage within the industry as well as paving the way for even bigger attacks on labor. That's why this strike is important and should be supported--even if it loses (which looks 99.9% certain to me--though I am heartened by the reports of solidarity and solidarity wishes coming from folks on the ground in Minnesota).
Also, I don't think the failed grocery strike led the UFCW to bolt the ALF-CIO, or if it did, it did so for the wrong reasons. That strike failed because the UFCW pulled pickets from certain stores, allowing the bosses (who were all quite united) to take advantage of this, share their profits (bosses have solidarity, too), and eventually smash the strike. If Hansen (the guy who personally took over P-9 and sandblasted their solidarity mural off the wall of the local union hall)thinks he's going to organize Walmart now by splitting the labor movement, he's either a complete utopian or a cynical opportunist (I tend to think the latter).
In any case, all of this convinces me even further that in order for the labor movement to revive, we need a serious orientation on workers' solidarity and class struggle unionism. We need the bureaucrats to drop the turf wars (of which both raiding and the AFL/C2W split are examples). And we need to build the power and confidence of the rank-and-file. This last one might not happen even if we support the AMFA strike, but it will be dealt a serious blow if we make the mistake of opposing it.
Posted by: Brian Chidester | Aug 23, 2005 9:57:14 AM
I don't think that this is just a matter of "AFMA losing a strike and being forced to accept similar concessions" to what other unions have accepted. These are concessions on top of concessions that AMFA voluntarily gave away when NWA and the rest of the airlinew were still flying high.
In negotiating its first NWA agreement, AMFA agreed to gut the job security language for mechanics and related that it inherited from the IAM. AMFA did so in exchange for "industry leading" wages for Aircraft Maintenance Techs. They then used those wages as propoganda to raid the IAM/IBT/TWU. Of course, every contract in that era became an "industry leading" contract, and the NWA wages were soon trumped by IAM negotiated wages in the next contract that came up. While every contract got richer and richer, no matter who negotiated it, NWA exercised its right to contract out huge portions of AMFA's work.
The TWU, after negotiating concessions (which included hard-to-swallow concessions on wages, work rules and subcontracting) to keep American out of bankruptcy, still controlled more of the maintenance work at American than AMFA did under its CBA negotiated during good times at NWA. Now NWA wants concessions on top of the concessions that AMFA foolishly agreed to during the good old days.
Of course, AMFA essentially did this at United too. They ran a vote no campaign on the concessions negotiated by the IAM as part of their raid. Predictably, now in bankruptcy, United has found they will get many more concessions by negotiating with the bankruptcy judge than they got by negotiating with the IAM, the AFA, and ALPA.
Once NWA has nothing but a skeleton crew of AMTs, and has subcontracted out practically all ground equipment mechanics, fuelers, lavatory service guys, cleaners, and the other less skilled in the mechanics and related craft, AA and the rest of them will be gunning for the low bar that AMFA's strike will stick us with.
You don't need to be a fan of the IAM to realize that AMFA's subcontracting language that it gave NWA in the first contract combined with a losing strike in 2005 will start a new round of concession in the airline industry.
This seems to be a big deal to me. The IAM, TWU, IBT, AFA, ALPA, and the labor movement at large, needs to get out there. Not to save these AMFA idiots from themselves, but to save everyone else that works in the airline industry from another round of concessions.
Posted by: Stan | Aug 23, 2005 10:19:56 AM
Joe Hansen was the staff person who sold out Local P-9 at Hormel.
That got him elevated to the presidency of UFCW.
I guess that's what you call changing to win.
Posted by: Jon-Jon | Aug 23, 2005 10:20:55 AM
PATCO air traffic controllers were fired under the provisions of the Civil Service Reform Act-- as federal employees, they were barred from striking under any circumstances. I want to thank Jonathan for posting the IAM letter-- the WashPost focused on the statement that AMFA has never honored IAM picket lines-- but people posting here should actually read the letter. IAM says that AMFA's proposal was for the employer to seek deeper cuts than they had planned from the IAM-represented ramp workers, in order to spare the AMFA-represented skilled mechanics. That is, as my kids say "cheap".
Posted by: pw | Aug 23, 2005 11:23:29 AM
Brian made some important points, as did Pete Rachleff yesterday. I wanted to add a couple things. This strike is BOTH PATCO and P-9 -- which is why we've got to do everything we can to support the strikers.
It's PATCO in the sense that those who want to excuse scabbing are claiming AMFA is uniquely unsupportable -- just as PATCO had supported Reagan, was made up of overpaid elitists, etc., etc. They're not us, so f*** them. And we all know the result of that attitude.
It's P-9 in the sense that once again a variety of officials are claiming that AMFA has screwed itself and should be left to its just desserts. Just as the UFCW said P-9 was breaking with its (downward) pattern bargaining, so too AMFA is breaking with the IAM and others' (downward) concessions-granting. And if AMFA loses, just as we saw the complete destruction of pattern bargaining in meatpacking, and the replacement of the existing workforce with superexploited immigrant workers, so too the IAM and everyone else will face not only new rounds of concessions, but outright union busting. If AMFA can be forced off the property, so too can any other airline union. And let's not forget auto bargainers are looking closely at this strike.
Posted by: Andrew Pollack | Aug 23, 2005 11:23:35 AM
Jon-Jon;
Your logic is a thing of wonderment.
How many STAFF (your word) decide national bargaining policy in a national union?
Come on.
Your cheap shot haiku is base.
Posted by: workin guy | Aug 23, 2005 12:22:25 PM
that's no haiku. try this cheap shot haiku:
Hansen sold em out
UFCDub signs my checks
I need to shut up
I kid, i had never heard of any of it before now.
Posted by: mo | Aug 23, 2005 1:27:43 PM
Even if by some miracle AMFA "wins" this strike, what do they win? Northwest will continue to downsize one way or the other. This strike plainly illustrates how necessary it is for all of the airline unions to consolidate or at least work closely together on a common industry strategy. AMFA has historically opposed taking a common, cooperative approach. If it somehow succeeds, I cannot see how its continued survival will help the unions find, let alone implement, a realistic solution that will benefit all of the affected members in the industry.
Posted by: Cosimo | Aug 23, 2005 3:25:09 PM
These are sad days indeed, brothers and sisters.
"They are a go-it-alone union. They are proud of that," said Richard Bank, director of collective bargaining with the AFL-CIO."They made their living raiding AFL-CIO affiliates with that message. So it's rather surprising to see them now calling for solidarity with their cause."
Reprinted from a washington post article
By Amy Joyce
Washington Post Staff Writer
Tuesday, August 23, 2005; Page D01.
Posted by: Kevin Norton | Aug 24, 2005 12:21:07 AM
Solidarity isn't a suicide pact, but if the patient is terminal, losing a finger here a toe there hardly matters.
Fixating on the rear view mirror isn't a help.
Understanding that union's rely too much on fealty to leaders and personal relationships to determine who migrates into the chairs of power and decision is the reality that needs to change.
Bad decisions, complacency in the face of threats to the interests of members, straight up corruption of the overt kind (200K salaries, private planes, family in no show jobs, diamond pinky rings that make good fellas weep) and the corruption that comes from no accountability or direction are the subtexts.
(all of the above are informed by the P9/UFCW history of that day. Barbara Koppel's "American Dream" is as close to an historic document of that time as you could ask for)
Is it any wonder there is a drive to disassociate from ineffective international unions and create independents or seek affiliaton with effective internationals?
Even those who say "winning for members" is the goal don't use "winning for members" as the test for who moves into decision making roles. Performance/ability not loyalty to a leader must be the test.
The other raging internal conflict debilitating labor is the legacy of identity politics. Race/ethnic/gender identity has created a climate of hostility that has undermined effectiveness.
International union presidents would rather be players in the soap opera of who wears the emperor's new clothes or have a seat on the stage of solving Global Labor's issues than wade into the swamps of dysfunction that their own domains have become.
Just like Presidents of the United States tend to take on foreign policy issues requiring lots of Air Force One time when domestic policy goes-to-hell-in-a-hand-basket our best and brightest want to shuffle the chairs on the deck of our Titanic rather than go below and hammer some caulking into our leaky hull or take a turn on the pumps.
We are drowning out here.
Posted by: coet | Aug 24, 2005 1:19:38 PM
I'm not going to pretend I know much about the airline industry or AMFA's raiding and bargaining history, but I have to say I don't see how anyone can attack AMFA for refusing concessions that would cost better than half its members' jobs. All the evidence indicates that NWA deliberately planned for and sought a strike by demanding impossible concessions. It seems pretty clear to me that that's union-busting and any union that doesn't condemn it is pissing in the wind. Those who turn their backs on these AMFA members deserve to be asked, "which side are you on?"
Posted by: Guillermo Perez | Aug 24, 2005 7:10:26 PM
BIO: 64, retired, union member for 40 years, union officer for 10 of those 40 years. AGAINST: Viet Nam and Iraqi wars, WTO, NAFTA, CAFTA. FOR: social justice, civil rights, human rights and workers' rights. Been in strikes, protests, demonstrations, not all of which were peaceful.
Opinion:1)Scabs are the lowest form of animal life on Earth.
2)Too many labor statesmen, not enough labor leaders
3)Rank and file need to take unions back from labor
faking statesmen.
4)See #1
5)An injury to one is an injury to all.
Posted by: Rich Austin | Aug 31, 2005 8:11:45 PM
“In negotiating its first NWA agreement, AMFA agreed to gut the job security language for mechanics and related that it inherited from the IAM.”
Posted by: Brian Chidester | Aug 23, 2005 9:57:14 AM
As a striking AMFA member I think I can ask where this IAM language was in our previous contract? Before I chose to represent myself through AMFA, we didn’t have any. At least with the AMFA negotiated contract we has SOME “protection”.
I have stood on the picket line and watched the IAM take my work while I was fighting for theirs. Yes, Northwest wanted us to perform the work of the IAM. That was one of the things we went on strike for. We went on strike for jobs, not money. We offered everything NWA wanted in money. They wanted to get rid of employees.
I would also like to ask how AMFA could be a “raider”? It has no paid organizers. The workers conduct all organizational drives. By not supporting AMFA, LABOR has shot itself in the foot, not AMFA.
My letter below was printed Nov.5 2005 in the NH Union Leader.
GG
Feisty union chief defends strategy
By PAT HAMMOND
Sunday News Staff
Laconia is the home base of a controversial union skippered by a colorful 73-year-old ex-aviation mechanic whose alleged raids on other unions’ membership rolls have sparked bitter rebuke from some in the nation’s labor movement.
O.V. Delle-Femine, a boundlessly energetic opera lover who lets criticism roll off him like the ashes from his cigar, is the force at the center of the storm. He says criticism doesn’t matter when you know you are doing the right thing.
But critics like Robert Roach Jr., general vice president of the International Association of Machinists and Aerospace Workers (IAM), claim the Aircraft Mechanics Fraternal Association acquires its members by luring workers away from other unions with promises it doesn’t keep.
“They have been raiding us for years,” Roach said. “Whenever there is a contract dispute between airline management and labor, when we’re really battering each other, here comes Delle-Femine saying ‘We can do better.’ They only raid when there is discontent.”
Another concern raised by labor is the legal but unusual contractual arrangement between AMFA and a professional management group.
“Concerned Aviation Technicians,” a Web newsletter, reports AMFA entered an agreement in 1998 to compensate the McCormick Advisory Group, of Laconia, for administrative services on a sliding scale:
· $40,000 per month for the first 10,000 members beginning 4/15/2000.
· $36,000 per month for the next 10,000 members, in increments of 1,000.
· $31,200 a month for the next 10,000; and $26,400 per month for the remainder.
The newsletter referred the reader to a Web site of the International Brotherhood of Teamsters for further information.
“McCormick’s decisions are based on the health of his company, not the union members,” Joe Tiberi, IAM’s communications director, said. “They have been preaching a no-concession philosophy so they can go and organize other mechanic groups, make the same promises, and McCormick is paid based on the number of AMFA membership, not on what they deliver.”
Delle-Femine, breaking away from a meeting in San Francisco on Thursday, acknowledged the McCormick group receives revenue based on the numbers of union members enrolled. But the arrangement makes sense, he said, because the higher the number of members, the more administration required.
Delle-Femine said his salary is set at twice that of the aircraft mechanics in his union and now, with salaries diminished by the trying times, his own annual salary is just $80,000.
Aviation roots
Delle-Femine’s road to aviation began in Providence, R.I. , in 1962 when he and two fellow accounting students at Bryant College bought a 65 hp Luscombe 8A airplane.
When the Luscombe’s 100-hour inspection came due the trio decided, with the irrefutable logic of youth, that since inspections were so costly it would be cheaper for them to go to aviation mechanic school and then inspect it themselves.
But when he graduated from East Coast Aero Tech in Bedford, Mass., Delle-Femine abandoned both the Luscombe and accounting to go into aviation mechanics, working for American Airlines first at New York’s LaGuardia Airport, then at Boston-Logan.
“That’s how I got involved with unions,” Delle- Femine said on Nov. 4, his 73rd birthday. “We needed representation for our craft.”
Officials of old established unions such as IAM and the International Brotherhood of Teamsters, from both of whose ranks workers have moved to Delle-Femine’s union dispute his argument that aviation mechanics lacked proper union representation and therefore abandoned their unions for his.
Delle-Femine denies that he has done any raiding but even if he had, he wouldn’t be breaking the rules. That’s because AMFA isn’t in the AFL-CIO, which forbids unions from raiding each other’s membership.
One of the costs of AMFA’s perceived piracy is picket line support. Traditionally, unions don’t cross other unions’ picket lines, and Delle-Femine’s request in August to IAM that its members honor AMFA’s strike against Northwest Airlines was greeted with a stark rebuff.
“IAM members will not be duped into standing with AMFA,” IAM’s Robert Roach Jr., wrote back.
“AMFA has never honored an IAM picket line. To represent otherwise . . . is nothing more than an attempt to use trickery and deceit to persuade IAM members to stand with you,” Roach said in a letter that did not address Delle-Femine as “Brother,” the traditional salutation in union correspondence.
Though Delle-Femine obviously doesn’t benefit from union solidarity, what he does have going for him are persistence and aggressiveness, salesmanship and charisma. His rhetoric is layered with an air of intimacy, openness and humor, and the self-image of a little guy fighting to save other little guys from becoming casualties in the wars between big management and big unions.
18,000 members
AMFA represents 18,000 aviation mechanics, cleaners and custodians in eight airlines, Delle-Femine says. But the numbers have dwindled in recent months, casualties of the union’s more-than-90-day strike against Northwest Airlines.
The McCormick Advisory Group in Laconia was founded by Kevin and Carolyn McCormick in 1988 to provide management and administrative services to homeowner’s associations. McCormick entered the union arena when an airline pilot sought help in founding an independent union for airline pilots.
The pilot’s union didn’t pan out but McCormick’s venture into union management led him to his current arrangement with AMFA.
According to IAM documents, the McCormick group also represents the American Independent Cockpit Alliance, with zero members, the Professional Flight Attendants Association (which has broken its ties with McCormick) and the Union of Independent Flight Attendants, with zero members.
All the unions, including AMFA, carry the same mailing address: 67 Water St., Laconia, office of the McCormick Advisory Group.
Tiberi said, “McCormick has more control of that organization (AMFA) . . . All money passes through him, the entire administration of the union is under his control, he has negotiated contracts with airlines and he is not an officer or a member of the union.
“Union officials have strict guidelines from the Department of Labor that they have to adhere to,” Tiberi said, “but McCormick is not subject to these guidelines because technically he is a contractor of the union. Neither Kevin McCormick nor his group can be held to the same standards (as a union.)”
Mark Broth, a management labor attorney with the Manchester law firm, Devine, Millimet & Branch PA, said: “In comparison with the groups they are splintered off from, their income is small so their ability to maintain the administrative support structure might be limited so there might be some efficiency in banding together and contracting out.”
“AFL-CIO unions are subject to a no-raid agreement,” Broth said, “and Delle-Femine, because his group is not an AFL-CIO member, is not subject to that agreement, so he will grab any employees who they can grab up.
“Generally, unions feel that raiding is bad behavior,” Broth said, “so he has upset a lot of folks and that kind of turned around and bit him a little bit when he went on strike and hoped that other unions would not cross their picket.”
Meanwhile, Delle-Femine, unfazed by reproaches, criss-crosses the country, lugging heavy bags, meeting with the rank and file.
“I’ve got to be with the troops,” Delle-Femine says. “I walk the picket line with them. What keeps me in shape is carrying those damn 50-pound bags through airport terminals, and those terminals are long.”
Dear Ms. Hammond,
One of the reasons so many aircraft technicians have chosen AMFA for our representation is that we are tire of being used, lied to and being pitted against each other by union leadership.
In reference to your article about Delle-Femine, I would like bring something to your attention. You quote Robert Roach. What he says about AMFA is a mistake at best. At worst it is deceitful I offer you this letter of thanks from to Mr. Delle-Femine. In 1985 the IAM represented ticket agents at Ozark Airlines went on strike. The AMFA represented mechanics honored the picket line and the strike lasted one day. An additional fact is that AMFA has never crossed any picket line.
I would not expect you to have known this. But in fairness, you should make people aware of it now. Anything less would not be right.
Please see the attachment. It seems to me that if nothing else journalists help keep the world honest.
Sincerely,
GG
Striking AMFA Technician
Posted by: gg | Feb 19, 2006 10:25:56 AM
For what it is worth PATCO is apparently still around and has recently signed an affiliation agreement with OPEIU.
Link: PATCO is back as a Labor Union
For Immediate Release
February 10, 2006
From: Ron Taylor, President PATCO
PATCO signs affiliation agreement with Office and Professional Employees International Union, AFL-CIO.
On February 8, 2006, PATCO signed an affiliation agreement with the OPEIU, AFL-CIO Union. PATCO is back as a labor organization and will be moving forward for good and welfare of its members and the future of the Air Traffic Control.
This Affiliation Agreement is entered into on this 8th day of February 2006 on behalf of the Office and Professional Employees International Union, AFL-CIO (hereinafter “"OPEIU"") and the Professional Air Traffic Controllers Organization, Inc. (hereinafter “"PATCO""), a Florida corporation.
WHEREAS, OPEIU is a labor organization affiliated with the AFL-CIO, representing employees in collective bargaining throughout the United States, Canada and Puerto Rico.
WHEREAS, PATCO is a labor organization established for the good and welfare of its members who went on strike in 1981 protesting the working conditions in the air traffic control towers throughout the United States, and
NOW THEREFORE, OPEIU and PATCO hereby agree and resolve that PATCO shall become an affiliated Local Union of OPEIU.
PATCO Web site: www.patco81.com
Posted by: Rob | Feb 19, 2006 5:16:17 PM



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