Moore v. Allied Aviation Fueling Co. of Minnesota

385 N.W.2d 41, 1986 Minn. App. LEXIS 4201
CourtCourt of Appeals of Minnesota
DecidedApril 8, 1986
DocketC7-85-1925
StatusPublished
Cited by2 cases

This text of 385 N.W.2d 41 (Moore v. Allied Aviation Fueling Co. of Minnesota) is published on Counsel Stack Legal Research, covering Court of Appeals of Minnesota primary law. Counsel Stack provides free access to over 12 million legal documents including statutes, case law, regulations, and constitutions.

Bluebook
Moore v. Allied Aviation Fueling Co. of Minnesota, 385 N.W.2d 41, 1986 Minn. App. LEXIS 4201 (Mich. Ct. App. 1986).

Opinion

OPINION

CRIPPEN, Judge.

A referee of the Department of Economic Security denied relators' application for unemployment compensation benefits on the grounds that their unemployment was due to their participation in a strike against their employer, respondent Allied Aviation Fueling Company of Minnesota, Inc. Rela-tors appealed to the representative of the Commissioner of Economic Security, who affirmed the referee’s determination. This court granted certiorari to review relators’ claim that they are entitled to unemployment benefits because their unemployment was a result of a lockout. We affirm.

FACTS

Respondent Allied Aviation Fueling Company of Minnesota, Inc. is engaged in the business of fueling aircraft and ground equipment at the Minneapolis-St. Paul International Airport. Prior to December 13, 1984, relators were employed as mechanics by Allied, working in the areas of fuel service and facility maintenance.

Relators are members of the International Association of Machinists and Aerospace Workers. Their employment with Allied was governed by a collective bargaining agreement, effective December 14, 1982 through December 13, 1984. The contract was to be automatically extended from year to year unless Allied or the union gave notice of intent to alter its terms or terminate the contract. The agreement provided for a standard work week of forty *43 hours and set wage rates for all job classifications. Overtime was not guaranteed by the contract; however, the evidence indicates that only a few employees did not work overtime and that overtime wages constituted at least 7% of the total wages paid for hours actually worked by the employees.

On November 1, 1984, the parties began to negotiate a new contract. Allied proposed a wage reduction; the records indicate the proposal called for a 15% reduction for the first year, followed by 5% wage increases for each of the next two years. In the alternative, Allied proposed hiring part-time employees in fuel servicing jobs and implementing a two-tier wage system for all employees, so that employees hired after December 14, 1984 would be paid much less than the wages paid to employees already working for Allied; evidence shows that starting wages for new employees would range from 36.5% to 53.5% less than wages for present workers. Voicing its concern that the proposal to hire part-time employees would eliminate all overtime work and thus effectively reduce the present employees’ wages by a significant amount, the union rejected Allied’s proposals. Two subsequent bargaining sessions were similarly unsuccessful.

On December 10, Allied presented the union with a document entitled “Company Final Offer.” The final offer adopted Allied’s proposal to hire part-time workers and to implement the two-tier wage system. By its terms, the offer would take effect on December 14. The union again refused to accept Allied’s proposals.

Prior to December 13, the union voted to authorize a strike if an agreement could not be reached and obtained permission from the airport to picket in the event of a strike. Allied also took preparatory steps, including advertising for and interviewing replacement workers and bringing in additional supervisory personnel. On December 11, union members received a “Negotiations Report” stating that the union had set the strike date for 12:01 a.m. on December 14, 1984.

On December 13, Allied employees reported for their usual shifts. In the afternoon, various workers cleaned out their lockers and gathered together their personally owned tools. At approximately 9:30 p.m., Allied’s director of fueling operations, Bruce Pashley, indicated to the employees who were present that they could leave and that they would be paid for the remainder of their shifts. Supervisors collected the employees’ identification badges, which employees need to pass through the airport and into their work areas.

Prior to 11:00 p.m., when an employee called and asked if the 11:00 p.m. shift employees should come to work, Allied’s labor relations representative told him the employees should report to work at the regular time. The employees arrived at approximately 11:00, accompanied by the head of the union negotiating committee, Donald Wahnschaffe. The labor relations representative testified that he spoke with the employees, telling them that he understood they were going out on strike at midnight. Wahnschaffe confirmed that the strike was scheduled to begin at midnight. The labor relations representative then told the employees that because Allied had brought in supervisory employees to replace the striking employees, it would be “awfully uncomfortable for both of you all to be here simultaneously.” He told them that Allied would therefore pay the employees for eight hours of work but that they should leave the premises immediately instead of working for one hour and then leaving to begin the strike. Although there was no evidence that any vandalism actually occurred or that there were threats of vandalism, Bruce Pashley testified that Allied took these precautions because of the potential for damages to Allied’s property. Based on instructions of Allied’s representative, the employees gathered their belongings, turned in their badges, and departed. All employees who were scheduled to work on December 13 were paid for their entire shifts.

At approximately 11:59 p.m., Allied locked the employee-access gates. The un *44 ion began picketing on December 14. On December 18, Allied sent to each union employee a telegram stating that the company intended to continue its operations despite the strike. The telegram told employees that if they did not return to their regularly scheduled shift on December 21, a permanent replacement would be hired in their stead. On January 8, 1985, the striking employees received another letter from Allied. This letter told the employees that a substantial number of replacements had been hired but that some jobs remained open and available. The letter indicated that any employee submitting an unconditional request to return to work would be rehired under the terms of the company’s final offer, i.e., with no reduction in pay. None of the striking employees responded to Allied’s offer of employment.

The union members applied for unemployment compensation. An extensive hearing was held to determine whether they were on strike or whether they had been locked out, either actually or constructively. Following the hearing, the Department referee determined that the members were unemployed “because of a labor dispute in which [they] participated at the establishment at which [they] were employed” and were not separated because of either a constructive or actual lockout. Thus, the referee found relators to be ineligible for unemployment compensation benefits. Relators appealed to the Commissioner’s representative, who affirmed the referee’s conclusion.

ISSUE

Did respondent’s actions constitute a lockout, either actual or constructive?

ANALYSIS

The determination of whether there has been a lockout is a question of fact to be determined by the Commissioner on all the facts developed at the unemployment compensation hearing. Sunstar Foods, Inc. v. Uhlendorf, 310 N.W.2d 80, 83 (Minn.1981).

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Dachel v. Ortho Met, Inc.
528 N.W.2d 268 (Court of Appeals of Minnesota, 1995)
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394 N.W.2d 251 (Court of Appeals of Minnesota, 1986)

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Bluebook (online)
385 N.W.2d 41, 1986 Minn. App. LEXIS 4201, Counsel Stack Legal Research, https://law.counselstack.com/opinion/moore-v-allied-aviation-fueling-co-of-minnesota-minnctapp-1986.