The view is widely held that workers in the aircraft industry are somehow cosseted from the worst effects of booms and slumps in the economic cycle; the fact that, until very recently, the industry in Britain had apparently been little affected by the current recession gave some support to the idea. The truth, however, is that the fortunes of the industry fluctuate just as much as those of any other in the capitalist economy, as those aircraft workers involved in such recent traumas as the TSR2 cancellation will testify.
One of the reasons for this is the sheer size of the product, the design timescale of which has escalated tremendously in the industry’s comparatively short life. Nowadays the time from drawing board to entry into service can be twelve years or more, which means that a vast expenditure over a long period is required before there can be any hope of a profit. The necessary funding has therefore increasingly been provided by government agencies, so making the industry more and more susceptible to the political climate. Charles Gardner, in his history of the British Aircraft Corporation (Batsford, 1981), maintains that in 1970 Wedgwood Benn, Minister of Technology in the Labour Government, would have approved the loan requested by BAC for the 311 airliner, but the Tory government which was elected that year had other ideas. Similarly, a large defence contract signed with Libya in 1968, centring about Thunderbird and Rapier, was terminated after a military coup the following year. The main factors which influence these government decisions are thus not necessarily economic: the industry has suffered severe setbacks in times of general expansion and, conversely, has until recently expanded its workload in some areas in the face of recession.
Further political influences have been introduced as a result of international co-operation in the building of new aircraft. From such has come, among others, the Anglo-French Concorde, the European Airbus Industry and, in the military field, the Anglo-French Jaguar and Anglo-German-Italian Tornado. Amalgamation within the industry has also proceeded with breakneck speed. In Britain at the end of World War II there were 27 different aerospace companies; by 1960 the development of the industry, with some government pushing, had reduced these to only two — British Aircraft Corporation and Hawker Siddley, each with their aircraft and guided weapons divisions. The subsequent amalgamation into British Aerospace, involving so-called “nationalisation" followed by “denationalisation", will be considered later. The development of joint projects with European concerns is a natural continuation of the amalgamation process. If the separate governments concerned could always agree on all matters affecting the projects, perhaps no additional uncertainties would be injected. Under capitalism however such an idyllic situation cannot be expected. Differences between the partners have appeared in connection with all the projects just mentioned. Currently some French interests are pressing for the abandonment of Concorde, whereas earlier it was the French government, who had committed Air France to the plane, which resisted waverers on the British side. All these political factors increase the feeling of insecurity within the industry.
Running parallel with the amalgamation of the companies, and arising from the same economic causes, has been a change in the nature of the work itself. On the production side automation has proceeded much as in engineering in general. Big changes have taken place on the design side also, with the old type of boffin little in evidence. Computer aided design and the large structural analysis programmes now available have taken most of the glamour out of the process. Each worker can now be assigned routine, boring tasks. One effect has been to increase the militancy among designers as the apparent differences between them and workers on the factory floor are eroded. Another is that it is now possible to stress complicated structures more uniformly than before. Under the constant competitive pressure to reduce weight and cost, aircraft are being produced which have smaller safety margins, and this is reflected in an increasing number of fatigue problems.
The current recession is having its effect on the industry despite appearances to the contrary. Although Keynesian economic theories are still quite widely upheld, particularly in France and in the British Labour Party, governments have generally reacted to a slump by trying to reduce their expenditure, as was done in Britain in the 1930s. On defence, the commitment to Trident reduces the amount available for other projects. Another factor is that contractors whose markets in the civil sector have shrunk are delivering defence goods faster and presenting bills for payment more quickly than anticipated. In fact, there has been no overall reduction in defence spending and the 3 per cent increase promised to NATO may well be kept. But even with an increase in defence spending jobs can be lost, as Herman Rebhan, General Secretary of the International Metalworkers’ Federation, made clear when he addressed the United Nations.
There has been a steady increase in military spending in the United States in the past five years. In 1975 there were 97,300 members of the machinists union employed on military contracts. By 1978 there were 85,000, a drop of 12,300. It is because military production operates at the very fringe of technological development. Military industries are both capital intensive and technologically highly advanced. Both aspects mean a decline in labour. Even with a massive new twist in the arms race the military industry is the worst place in which to invest with a view to creating jobs.(Tridents into Ploughshares by Bill Niven, New Statesman, 12.6.81)
The British Government, having earlier resisted the efforts of West Germany to cut back on Tornado production, is now having second thoughts, possibly reflecting a toughening attitude following the recent Cabinet reshuffle. At the same time British Aerospace has been forced to ask for aid on interest payments to enable it to continue as a partner in the Airbus project. These cashflow problems are threatening to strangle at birth the latest aircraft to appear on the drawing board, the P106/P110 (information on this project can be obtained from an article in The Times, 22.4.81 by the air correspondent Arthur Reed). The Lancashire Evening Post (15.9.81) reports that the Tory Conference would be lobbied in an attempt to save the enterprise.
How is the workforce in British Aerospace reacting to this escalating uncertainty? Some of the younger workers have gone on contract work, mainly in the United States. This offers high rates of pay in the short term, often enabling them to accumulate some savings. However, it does nothing to banish insecurity or lack of job satisfaction; indeed these are rather intensified — contract workers at Boeing have been on as little as one hour’s notice. It is noteworthy that the AV8B contract with McDonnell Douglas was presented on the British media (BBC1 9 o 'clock News, 24.8.81) in terms of the number of jobs it would “secure”. This would not have happened in the United States, where the effect on company profitability may have been stressed but “job security” is not considered possible. Attempts by British Aerospace workers to “do something about it” are confined to fights for a change in government policy. Despite the lip service now being paid to disarmament, this can lead to open advocacy of increased arms expenditure. The slogan “Jobs not bombs" has a hollow ring to these people because to them, bombs and bombers are jobs. The recent cancellation of Skyflash II and delays to the Sea Eagle programme in the 1981 Defence Estimates caused 600 redundancies at the Hatfield and Lostock (near Boston) missile plants. The New Statesman (12.6.81) reports that immediately shop stewards went to lobby Parliament to openly urge the continuation of these projects. The Chairman of Vickers combined shop stewards committee summed this feeling up when he said on television earlier this year: “We don’t sec anything else that could secure full employment. We would welcome five Tridents on our slipways” (New Statesman, 12.6.81). Behind all this activity is the old illusion that capitalism contrary to its nature, can somehow be run in the workers’ interests.
The forced amalgamation of BAC and Hawker Siddley in 1977, to form the “nationalised” British Aerospace, followed this year by "denationalisation” in the form of a public limited company, has introduced another red herring. Not even the most starry-eyed Leftie among the employees can argue that his position as a wage slave has been in any way altered by these changes. Indeed, management in both cases issued statements making clear that terms of employment would remain unchanged. Yet among those active in the trade unions and reformist politics there is still strong support for the nationalisation concept. These workers do not understand that nationalised industries under capitalism are intended to provide a service to the capitalist class as a whole, and are administered in this way by the state, “the executive committee of the ruling class”.
The present discussion on arms conversion and alternative products must not be confused with the position of future socialist society deciding how best to make use of available resources. In the latter case, arms production of all kinds will have ceased and things will be produced solely for use and not for sale with a view to profit. With production geared to satisfying human needs and free access to all goods and services, a decision to cut back on articles no longer required could not menace anybody’s livelihood; a complete contrast to the situation under capitalism. Most of those now discussing “alternatives” believe that disarmament is perfectly feasible under capitalism. While this is manifest nonsense, it does not follow that these ideas can be totally dismissed. We have already seen that increased arms production cannot always prevent contraction in the workforce employed. Also, both the United States and Russia have more than enough arms stockpiled to knock each other out. They could severely limit arms production and still retain this capability, although there is admittedly no sign of such a reduction right now. It is possible however to envisage the capitalists faced with the very difficult problem of unused resources formerly employed on arms production, and needing to convert these to other uses with the minimum of social unrest. The position of the Labour Party, as declared in their latest manifesto, is that
A Labour government will plan to ensure that savings in military expenditure do not lead to unemployment for those working in the defence industries. We shall give material support and encouragement to plans for industrial conversion so that the valuable resources of the defence industries can be used for the production of socially needed goods.
In the United States these ideas have been carried a stage further. A Defence Economic Adjustment Act has actually been introduced into the Senate (Congressional Record, volume 125, No. 50, 26.4.79), the principal sponsors being George McGovern and Charles Mathias. (The first Bill on these lines was put to Congress as early as 1963.) It legislates for the social problems resulting from the arms race. Professor Seymour Mellman, co-chairman of the peace organisation Sane, is quoted: “Economic conversion is the only way of reconciling fear of job loss with opposition to the arms race” (New Statesman, 12.6. 81).
Despite the optimistic phraseology in the wording of the Bill and by some of its supporters, suggesting belief that capitalism can disarm itself, such an Act never be more than a capitalist answer to one of capitalism’s problems. As for “socially needed goods”, even in the deepest recession a little cash could doubtless be found for a pilot scheme to produce a few of these. The problem, as shown by such absurdities as the butter mountain, is how to sell these goods once they are produced. It is this vital point that the Left and other well-meaning reformers seem unable to grasp.
E. C. Edge
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