I would like to post your questions/comments with my answers here.
Thank You, Jayson
Jayson Baron Supports All EWR Pilots -
I want to make something perfectly clear. My opponent has lead some to believe that
I only support our junior pilots. That statement is absolutely false.
I support all
EWR pilots from the most senior to the very most junior. I support the negotiation
of an industry leading contract. Such a contract must include protections to the
current benefit derived by our frozen "A" plan that so many of our pilots have earned.
I also support the elimination of the "B" scale years two through six and poverty
wages with no insurance for our new hires. Additionally, just as important, I support
a viable retirement plan for our newest pilots. I know when I started flying for
Continental at age 21, the last thing I worried about was a retirement. Well let
me tell you, twenty-
Part of my campaign
is to build a unified pilot group capable of striking if Continental management forces
us to. I am going to ask our junior pilots to support our senior pilots by helping
them keep the retirement they earned. Conversely, I am going to ask our senior pilots
to help the junior pilots earn a livable wage that includes insurance from day one,
and eliminate our "B" scale so that all of our pilots enjoy the union concept of
equal work for equal pay.
Don't be fooled, get the facts and lets not turn this into
a junior vs senior election. I assure you that is exactly what the good ole boys
club in Houston wants. If you hear any so called "facts" about me, please just ask
and I will tell you the truth.
Jayson Baron
_____
Things have changed. Where do you see us a year from now. Obama should be 20% ahead,
he's not. What if the economy is still tanked. What if the administration is only
as friendly as McCain.
Jim, great questions thanks for asking. Lets take a look at
what happened at FEDEX. They negotiated a contract under the Bush administration
that is industry leading. A contract most of us would salivate over. Of course you
can make an argument their main competition, UPS, also negotiated a great contract
just before their T/A. Yes, you can also argue that they are in a different business
model then us, however their boss is anti union.
The history of the FEDEX pilots is
somewhat similar to ours. Fred Smith is tough to negotiate against, if you remember
their first contract in the mid 90’s he played hard ball. Before they had a first
contract (no status quo) he threatened to farm out all of their international flying
forever. One could make the argument that is very much a Frank Lorenzo type of negotiating
style. You can also say that the pilot group has a similar type background to that
of our pilot group with the very pro union pro ALPA former Flying Tigers pilots to
the Memphis purple Fred Smith pilots.
Remember the FEDEX pilots negotiated their industry
leading contract within the last two years. The FEDEX MEC was told by ALPA national
that the earliest they could expect a proffer to binding arbitration with the subsequent
thirty day cooling off period, and finally a release to “SELF HELP”, was in late
2009 or 2010. That was assuming a democrat takes the election and it would take some
time to change the make up of the NMB via presidential appointments. What did this
all mean? It meant the FEDEX pilots had to negotiate a contract without the realistic
chance of being released to strike for quite some time.
What did the FEDEX MEC do?
They began to unify their significantly fractionalized pilot group. They actually
got their pilots to picket numerous FEDEX Kinko’s around the country. In order to
picket the FEDEX pilots even had to purchase a hat, something most FEDEX pilots had
never ever purchased before.
They transformed their fractionalized pilot group into
group of unified pilots with the resolve to stand shoulder-
We need to apply the very same
lesson Our management enjoys a false perception among the financial community and
the news media of not only “labor peace” but that of “dignity and respect” and “working
together” etc. We took a very small baby step on March 12th 2008, but no where in
line with what we could do to create significant leverage at the bargaining table.
Imagine
an SPSC that is building strike centers, training hundreds of volunteers, some of
them family members and friends who will staff the centers (just like the UPS union
IPA did in their 1997 contract dispute).
Imagine a CAL ALPA that is publicly demonstrating,
and doing so thinking outside the box. While they are demonstrating they are also
testing their strike machine (like APA is doing today). The test is actually refining
their ability to pull off a strike but they are getting national media attention
in doing so.
What about a major billboard campaign (remember we have that 5 million
for the MCF) disseminating the truth about “dignity and respect and working together”?
Remember
the ability to burst the bubble of the so called labor peace which will extract leverage
from this management team.
Jim, these are just some of my suggestions but I think
you get the point. Although certainly not optimal, we still can do much to create
leverage and negotiate a much improved contract under the current administration
style.
Many have been elected on a platform of change/transparency/honesty for the
pilot group, what makes this one different?
I believe what makes Tara and I different
is that we have absolutely no political ambitions; we are fighters and deep down
all we want is a good contract for all Continental pilots. Tara’s background as one
of the first female naval aviators on a carrier has made her a tough lady not afraid
to fight for what she believes in.
I promise you this, I will never drink the kool
aid. I am a fighter and I can’t be gotten to. In the past, I believe that via hiding
behind the layers of confidentiality and the threats from the ALPA attorneys have
gotten to our current and past leaders have been manipulated at our expense.
I promise
you, while I will never break the law, I will push my agenda to the very edge of
the grey area, just as APA is doing today. I will fight and use the roll call majority
to educate this pilot group, and build a credible strike threat no matter what political
party holds the oval office at the White House.
Tara and I are at a point in our lives
(both early 40’s) where our careers and the futures of our families comes down to
Contract 08, we simply can not afford any more Contract 02's. We are fighters and
we will not be bullied by the others at the MEC, so called experts at national, or
any other national agenda for that matter. We will only fight for the EWR pilots
first and the Continental pilots second.
52% is a majority. Do you think that all
reps will continue to support EWR goals, even in SBR. Will that be perceived as bullying?
The
only thing that changes in SBR is the make up of the MEC. To quote our former IACP
President Bob Willson who used to say the following ever time there were local elections
within the IACP. “Beat the bushes and find the best and brightest, and ask them to
run. If they will not run then convince them to do so.”
Simply put, if we achieve
SBR and the EWR and to a lesser extent the IAH pilots don’t follow that rule above
then yes nothing will have changed. However I believe that this pilot group has changed.
I believe that with all the new blood our future leaders in EWR and IAH are going
to be of the caliber described in Bob Willson’s quote.
There will be times Tara and
I will have to use the roll call provision, however we believe that by setting an
example of dynamic leadership, many on the current MEC will in return follow.
Our
bargaining history gives us little hope for meaningful contract improvement outside
of self help. How do you plan to get us there? Even with an adversarial tone, APA
is not there yet and they have a head start.
Jim, most of this question is answered
via my answer to your first question. I believe to a significant extent that the
managements of AA, NWA and UAL, the news media and most importantly Wall Street are
somewhat immuned to years and years of labor unrest at these carriers. That is not
true at Continental. Remember that a big part of this companys' future rests on it's
ability to attract financing from Wall Street. If there is labor unrest due to an
open contract, we can extract that into leverage with which to negotiate a new contract
or NO new financing for our management.
Remember this, OUR Current management will
not let the appearence oflabor strife stand in their way to attain their goals:
1:
Profitability
2: Stock Price
3: Access to capital from the financial markets
4: Their
ego within the financial community of doing a good job
I sincerely believe for Contract
08 that if we go on the major offensive and pierce the labor peace “perception” bubble,
that we can negotiate a much better contract.
How about a bill board stating the following:
Did
you know that it takes on average ten years to gain the experience level required
to become a legacy pilot via the US Military or the Civilian route? Did you know
that a new hire Pilot at Continental Airlines earns $29,000 a year with no health
insurance benefits?
Work hard fly right, WE do that, NOW YOU Make it right!
_____
Jayson,
First of all thank you for stepping forward again to work for the CAL pilots.
If elected I know you will do all you can for us. After working with you I personally
know you have the knowledge, intelect and drive to be sucessful. Union work is a
lot like BOAT ownership sometimes. Let's change that concept.
As a soon to be a 170
pilot again I ask if you could answer some concerns I have heard.
1. If elected will
you be able to work (crm) with anyone else on the MEC or CALALPA office, even if
you do not like them personally.
2. will you be able to modify your position if it
is determined to be a better course of action by the majority? ( this does not imply
I'm in favor of unanimous decisions. Remembering the Prater/Tripson MEC and how almost
nothing got accomplished during their tenure, mostly because of personal differences).
3.
Are you infavor of signing a new agreement, (not named partnership anything) securing
the benifits of the PA before burning the current document? I'll bring the match.
Thank
you in advance for your answers. If I come up with more I'll ask.
Dan Gronstal
A response to Dan Gronstal's questions:
1. If elected will you be able to work (crm)
with anyone else on the MEC or CALALPA office, even if you do not like them personally.
Absolutely,
this isn’t personal. It’s all business. My personal feelings regarding another individual
will have no bearing on how I will conduct myself as the EWR Captain Representative,
if elected. The Newark pilots have my sincere promise that I will always do my job
with the utmost professionalism and to the very best of my abilities.
As a pilot
for Continental Airlines for more than twenty-
If elected as the EWR Captain
Representative I will handle all my union duties with the same level of professionalism
that I display in the cockpit.
2. will you be able to modify your position if it is
determined to be a better course of action by the majority? ( this does not imply
I'm in favor of unanimous decisions. Remembering the Prater/Tripson MEC and how almost
nothing got accomplished during their tenure, mostly because of personal differences).
My
job description if elected the EWR Captain Representative is to represent first the
EWR Captains, second all EWR pilots, and last all Continental pilots to the very
best of my ability. The number one objective of the Newark pilots at present is to
negotiate a new contract with significant increases in just about every section of
our current contract. If I have to change my position in order to meet those objectives,
then, yes, I will do so. However, if doing so in any way weakens my ability to meet
my objectives just mentioned, then the answer is no.
Most importantly, I want everyone
to understand the following: As a trade unionist and if elected as the EWR Captain
Representative, my personal feelings will not affect my decision making process.
My decisions will be based upon the desires of the majority of my constituents. Being
in a union isn’t about me; it’s about the collective we.
3. Are you infavor of signing
a new agreement, (not named partnership anything) securing the benifits of the PA
before burning the current document? I'll bring the match.
This is a difficult question
to answer because I have no way of knowing for sure if, or even why, Continental
management would be interested in signing such an agreement knowing full well we
are planning on burning the current Partnership Accord.
Here is what I do know, any
benefits that are derived from the Partnership Accord are marginalized to zero when
compared to what the perception and the significant loss of unity and resolve the
Partnership Accord has yielded within our pilot group. No Partnership Accord will
yield an industry leading contract. A unified pilot group with the resolve to do
whatever is required (legally, of course) far out weighs any benefits of the Partnership
Accord. I don’t need any statistically derived polling data to tell you that the
majority of EWR pilots want the Partnership Accord burned yesterday. If elected that
is exactly what I will do.
Dan, there is no way I can answer questions on every possible
scenario that could come to fruition should I be elected. If I am elected, to a certain
degree you will have to trust that I will make the appropriate decisions for the
current situation at that time.
Now, there is absolutely no blind trust for anyone
in our union and that includes me, if I am elected. Always trust, but verify. And,
yes, I must be held accountable for all my decisions to my boss, which will be the
EWR pilots
_____
As another soon be to 170 pilot, I have a few questions too. *** edit *** I am interested
in Tara and Kaye's positions on these questions as well. ***
1. Aside from personalities,
can you please give a list of the exact problems you have with the current SPSC make-
2. What is your opinion of the current MEC? Will it be your intention to change
the people currently serving there? All of them? Some of them? What is your opinion
of the job performance by Jay Pierce? Chris Dowell? Randy Hodge?
3. What strategies
will you use to produce unified positions with IAH, CLE and GUM? Clearly, some of
the reps from these bases have differing opinions of how negotiations should go,
as well as our PA with the company. With the premise that being unified will get
us more in a position to fight for a better contract, how do you bring these differing
groups together?
4. How will you work to fix communication? Can you do it with the
existing people on the comm committee or do you think you need new people? We get
a daily DNU from the company, shouldn't we always have a daily response to all the
negative press they send out? Clearly, a weekly email just does not cut it.
5. Calforums
-
6. What is your opinion of the job performance of those currently
serving on the Negotiating Committee? Does there need to be a change or addition?
Do you have people in mind that you would like to see on this committe or will we
be able to attain our goals with the current team?
Each person I have spoken with
about you has great things to say. I have read and witnessed your tireless crusade
to better our pilot group. Like you have said, it's not about friendships, it's about
getting the contract our pilots deserve. Tim Boyens had a post about turning 43 and
looking at his net wealth falling -
Thank
you for your time.
A response to Michael Willson's questions:
As another soon be to 170 pilot, I have
a few questions too. *** edit *** I am interested in Tara and Kaye's positions on
these questions as well. ***
1. Aside from personalities, can you please give a list
of the exact problems you have with the current SPSC make-
There is
absolutely nothing wrong with the mission of the SPSC Committee. The SPSC Committee,
or SPC -
The original structure of the CAL SPSC created in 2007
was then, and is today, a structure that when implemented correctly, more than adequately
provides the leverage required to negotiate an industry leading contract for the
Continental pilots. The restructured SPSC Committee after the IAH event is set up
in a way that will lead to a failed attempt to negotiate an industry leading contract
for the Continental pilots.
It all comes down to the following: This isn’t a personal
attack against anyone. No one, myself included, is more important than the contract
itself, period. The person who is leading the committee today, while hard working
and well intentioned, is failing miserably as the leader of that committee. A new
leader who has the attributes to appropriately direct this very important committee
needs to be put in place as soon as possible.
We are already way behind the eight
ball. Amazingly, we have received very important funding -
There is a great wealth of talent within our pilot group. I have no doubt
whatsoever that we will find qualified candidates for this and any other committee
once the path of our MEC shifts to a direction of negotiations via a leveraged bargaining
approach.
2. What is your opinion of the current MEC? Will it be your intention to
change the people currently serving there? All of them? Some of them? What is your
opinion of the job performance by Jay Pierce? Chris Dowell? Randy Hodge?
Before I
can answer your question, we need to define the Master Executive Council (MEC). The
MEC is currently made up of nine elected status representatives from all our bases:
two from EWR, two from IAH, two from CLE and two from GUM, plus one flight instructor
representative. Additionally, the three MEC Officers: the MEC Chairman, the MEC Vice
Chairman and the MEC Secretary Treasurer are part of the Continental MEC. However,
only the nine status representatives actually have a vote.
The ALPA triangle puts
the pilots on top as they elect their status representatives (only one in the Flight
Instructor’s case). These status representatives who make up the voting body of the
MEC then in turn elect the three MEC Officers. The MEC officers are below the status
representatives in the ALPA triangle. The status representative of the MEC directs
the MEC officers to carry out the will off the MEC. The MEC Status Representatives
operate very similarly to the format of a corporate Board of Directors (BOD) structure.
At Continental the BOD makes the big picture decisions of how the company is going
to operate. They hired Larry Kellner and his senior officer team to carry out the
day to day operation of the airline implementing the will of the BOD. The very same
can be said of how our MEC elects the MEC Officers to run the day to day operation
of the CAL MEC while implementing the will of the MEC.
One can make a strong argument
that CAL MEC Chairman Jay Pierce is doing his job very effectively. That is, he is
doing what the MEC is telling him to do. Do I approve of Jay’s management background,
absolutely not! I believe many of the problems our MEC faces today are here because
of the ineffective leadership of the MEC status representatives, not the MEC Officers.
If
Tara and I are elected, there are going to be new MEC Officers elected or reelected
before we take office (MEC Officer terms are up before March 1, the date the newly
elected EWRCA and FO representatives take office). As I have said several times before,
this is all business and not personal. I support and believe in the ALPA process.
Therefore, whoever the MEC Officers are beginning March 1, 2009, Tara and I will
work with to the best of our abilities to represent our constituents.
If in fairly
short order we determine these MEC Officers aren’t doing there jobs appropriately
and effectively carrying out the will of the MEC, then we will support a change.
One
of Tara and my biggest objectives is to implement Seniority Block Representative
(SBR) that yields five EWR status reps, four IAH status reps and one status rep in
CLE, one status rep in GUM and one status rep for the flight instructors. If the
EWR and IAH pilots elect strong solid unionists we shouldn’t have any problem replacing
MEC Officers who aren’t carrying out the will of the MEC.
3. What strategies will
you use to produce unified positions with IAH, CLE and GUM? Clearly, some of the
reps from these bases have differing opinions of how negotiations should go, as well
as our PA with the company. With the premise that being unified will get us more
in a position to fight for a better contract, how do you bring these differing groups
together?
I will do my very best to reach across the table in an attempt to reach
consensus. However I will not do so if that forces me to compromise my position to
implement on the MEC level the mandate from the EWR pilots. That mandate is clear;
we need to fight via old fashioned leveraged bargaining to achieve an industry leading
contract. Currently, for the first time ever, EWR enjoys a roll call majority. That
means in some instances that the two EWR reps can control the direction of the MEC.
Again
the goal is to achieve SBR as soon as possible. This is the only appropriate way
to allow our EWR pilots’ wishes to be achieved via three more voting representatives
at the MEC table. To be clear: in order for SBR to work effectively our pilots need
to seek out the best candidates and then to elect these pilots to carry out the will
of the EWR pilots.
4. How will you work to fix communication? Can you do it with the
existing people on the comm committee or do you think you need new people? We get
a daily DNU from the company, shouldn't we always have a daily response to all the
negative press they send out? Clearly, a weekly email just does not cut it.
Effective,
timely, reliable and a far more aggressive style of communications are desperately
needed within our MEC. It is Tara’s and my goal to not only achieve this type of
communication at the MEC level but also on the LEC level. We plan to institute weekly
LEC blast mails and code phones and to revive the NorEaster.
I am not going to discuss personnel decisions. As your possible future elected representative
we will make the necessary changes if required to achieve our communication goals.
Lastly, I agree wholeheartedly. Our current MEC communications is woefully inadequate.
I want to see an Allied Pilots Association (APA) type of aggressive and timely communications.
5. Calforums -
Electronic “E” P2P is something that is used very
effectively at other ALPA carriers. To some extent Marty Miller and Bill Sablesak
provided this in an unofficial capacity. I am very much in favor of officially assigning
someone the position of E P2P. This way they could verify, direct to the appropriate
sources, or answer official questions relating to our MEC.
Calforums is a very effective
communications tool. One could make the argument that it is so successful because
of our very ineffective MEC communications. Needless to say, no matter how effective
the MEC Communications may become, there will always be a need for Calforums.
I am
very much in favor of Calforums and if elected I may participate to a lesser extent
with my posting, however, I will continue to read every day the forum to get the
truth pulse of are most active unionists.
6. What is your opinion of the job performance
of those currently serving on the Negotiating Committee? Does there need to be a
change or addition? Do you have people in mind that you would like to see on this
committee or will we be able to attain our goals with the current team?
The job of
the Negotiating Committee is to negotiate what the MEC directs them to negotiate.
They are not supposed set or manage pilot expectations. In many cases, negotiators
will come back to the MEC and say this is the best we can achieve at present via
negotiations. This is perfectly acceptable and it means additional leverage is required
to meet the MEC’s objectives. This all flows back into the SPSC question. You don’t
get what you deserve, you get what you negotiate. What you negotiate is a direct
result of your collective leverage to carry out a strike when legally able to do
so. SPSC and the Negotiating Committee work side by side.
We have negotiators at present who are not following the will of the MEC. We have
negotiators who are trying to set or manage pilot expectations. We have negotiators
who have made statements to the effect that “we already know the size of the pizza,
now we need to determine how to slice it.” I very strongly disagree with this statement.
The size of the pizza hasn’t been determined yet. The size is subject to leveraged
bargaining.
To paraphrase what my friend Tim Boyens states “You could have Johnny
Cochran and Jesus Christ at the negotiating table. It wouldn’t make any difference.
It all comes down to leverage.” Obviously, we need smart, ethical, and talented negotiators,
but if you think they are going to somehow out maneuver the other side you are sorely
mistaken. The only thing that will force the company to give us more is determined
via leverage.
Each person I have spoken with about you has great things to say. I
have read and witnessed your tireless crusade to better our pilot group. Like you
have said, it's not about friendships, it's about getting the contract our pilots
deserve. Tim Boyens had a post about turning 43 and looking at his net wealth falling
-
Thank you for your time.
_____
Jayson, this is an important concept that everyone needs to understand completely.
I wish I had 100 dollars for every time I have read or heard one of our pilots write
or say, "I hope they get me a good contract." The "we need to hire professional negotiators"
line is just as naive and just as much of a cop-
Just to be precise, what I have
said again and again is that
I resigned from
the NC for a number of reasons last February 28: I was unhappy with the lack of debate
by the MEC about the merits (or lack thereof) of a potential UAL merger -
UAL
2000, DAL 2001, and decades of other great contracts that came before them did not
magically materialize from "professional negotiators." They were negotiated by pilots
and for pilots, and their success resulted from pilot leverage, or at a minimum the
credible threat of pilot leverage. Everyone needs to consider that on national election
day this fall as well.
Fraternally,
Tim Boyens 11/97 hire
EWR 757/767 CA
ALPA MIGS 0828251 ALPA-
_____
Hi Jayson,
Please tell me your position on the recent JV LOA.
Frat,
Greg Brock
Greg,
The main difference between the management style of Bethune and Kellner vs Lorenzo
is the following: Lorenzo was all about winning the battle without worrying long
term about the overall results of the war. His attitude and priority was "I need
to beat the pilots today, I'll worry about the war tomorrow." The company wasn't
a profitable entity in Lorenzo's time, with the overall praise from the financial
world that we enjoy today. Bethune and Kellner are not only more savvy leaders than
Lorenzo ever was and run a far more financially successful airline, they also are
more inclined to be driven by their egos and work to enhance their reputations of
being successful airline leaders. Bethune and Kellner are smart and talented businessmen
who know how to run a company. Lorenzo was a raider who knew how to profit only by
tearing companies apart. Bethune and Kellner build for tomorrow, Lorenzo lived for
today and to beat on the pilots simply to prove to them that he could.
Do you honestly
think Continental Management doesn't have some human resource consultants (union
busters) advising CAL how to proceed at every turn of the contract campaign to benefit
Continental's long term objectives?. What makes you so sure CAL isn't going to come
back to talk yet once again? Do you really think they wouldn't stick the furloughs
in our face in a blatant attempt to make the MEC look bad and take all the heat for
voting no? Isn't the big picture, the long term interests of all Continental pilots
especially those who have been furloughed more important then the very short term
gains?
CAL is all about making money, maintaining and raising the stock price and
managing how they are viewed on Wall Street. If it makes good business sense to proceed
with a JV then they will be back to talk to us. If they do not come back then it
was all a game to begin with. Always remember, regardless of our relationship with
these guys, they are very good at what they do. If the JV makes sense they will be
back. If we provide a leveraged bargaining approach, won't that be beneficial for
all Continental pilots in the long term? Isn't this what the contract talks are all
about -
_____
Hi Met you briefly in the weather room the other day. You were handing out p4p cards. I have some specific questions.
What is your position on the recent attempt to pass LOA trading scope for concession?
Why do you believe block representation is essential?
What is your opinion concerning the remaining A fund ?
Doug Meyer
Doug,
Here are my responses to your questions.
What is your position on the recent attempt to pass LOA trading scope for concession?
Number one safety is not for sale. We shouldn't have to negotiate for safety to regain the IRO seat in B/F or having working IRO's both ways instead of dead heading one way. We should have IRO's on all European flights both ways regardless of flight time scheduled greater then eight hours. Are our pilots who are falling to sleep who have the highest altitude bust rate in the UK not entitled to rest and the extra backup provided by an IRO? I believe we can regain these very important safety issues by exposing the company in the news media. Just last week the Wall Street Journal did a major article on pilot fatigue. We need to pressure CAL via the news media and infringe on the company's darling perception in the news media and on Wall Street of labor peace and dignity and respect. While we all understand those phrases are just words, the outside world doesn't, they believe it and we can extract leverage from speaking the truth.
If we had presented the company with definitive openers like APA as opposed to the very vague openers actually presented to the company we could have played the whole JV scope relief request differently. We could have said to the company, "you know what we want" and pointed to the openers. The only strong language we have in our current contract exists in our scope section that was negotiated by ALPA's "scope pope", Mike Abraham's. I am very hesitant to give up any scope protections period. However under the right circumstances, with strong contract language there is a possibility I could support a very slight amendment to our current scope clause. However what was negotiated in the recent LOA was far to little in return for our union giving anything in the scope arena. The language contained in the LOA was far to weak and full of holes. If the company really wants the JV to go through then they will be back, and next time we need far greater economic incentives with rock solid contract language if we are to seriously entertain any offer from the company.
Why do you believe block representation is essential?
Our current representation structure gives far to much power to the smaller bases
like CLE and GUM. EWR and IAH combined represent over 95% of our pilot group, yet
they hold forty-
Additionally the work load for the CA and FO reps under our current structure is far to high for just two or thee people to appropriately represent (CA rep, FO rep and S/T) 2500 pilots in EWR. Under the proposed SBR structure we will have a total of six reps (five voting SBR reps plus the S/T) to divide the work load up. This means there will be one voting rep for every 500 pilots. This will also mean your voting SBR rep will more then likely be tied to your way of thinking because of their proximity to your seniority number.
What is your opinion concerning the remaining A fund ?
Having been here for twenty-
I hope this answers your questions adequately? If you have any other questions please don't hesitate to contact me.
Fraternally,
Jayson Baron
610 442-