This article comes from BND.com. Each weekday at 6:18 a.m., Don Windsor punches in for work at Boeing Integrated Defense Systems in St. Louis to begin his shift on the F-15 production line.For Windsor, who lives in Swansea, this is a labor of love. The 63-year-old sheet metal worker has been building warplanes since he graduated from high school more than four decades ago. He wants to keep working until his 97-year-old father turns 100 and comes into the plant to walk him out.
“I’m living a dream,” he says.
For Boeing, Windsor is more than just an employee. He is a natural resource, with a vast store of knowledge and skills that he often uses to mentor younger workers. But, at the same time, Windsor is also part of a vanishing breed.
Roughly a quarter of the nation’s 637,000 aerospace workers could be eligible for retirement this year, raising fears among both industry and union leaders that America may be facing a serious skills shortage in the factories that churn out both commercial and military aircraft.
“It’s a looming issue that’s getting more serious year by year,” says Marion Blakey, president and chief executive officer of the Aerospace Industries Association. “These are real veterans. It’s a hard work force to replace.”
The association, which represents aircraft manufacturers and suppliers, has designated the potential skills drain as one of its top 10 priorities in this year’s presidential race. And one of the major unions that represent aerospace workers is also aggressively embracing the issue in a rare alliance between labor and management.
“It’s not a problem that’s coming,” says Frank Larkin, spokesman for the 720,000-member International Association of Machinists and Aerospace Workers. “It’s here.”
The issue especially resonates in aircraft manufacturing centers such as the St. Louis metropolitan area, the Dallas-Fort Worth Metroplex in North Texas, the Puget Sound region in Washington, and Wichita, Kan., which bills itself as the “Air Capital of the World.”
Mindful of the ominous demographic trends, community leaders in those cities, working in tandem with industry and labor groups, are pushing initiatives to cultivate the next generation of aerospace workers. Boeing, Lockheed Martin and other industry giants are also conducting aggressive recruitment programs in schools and colleges.
Nationally, the aerospace work force is clearly growing older as the baby boom generation prepares to step into retirement.
Ten years ago, the industry’s largest age group was 35 to 44. In 2007, nearly 60 percent of the work force was 45 or older. At least 20 percent were between the ages of 55 to 64 and many if not most were already eligible for retirement, according to the Aerospace Industries Association. An additional 2 percent — or 12,203 employees — were 65 or older.
The problem is essentially one of supply and demand. Both the commercial and military segments of the industry are enjoying a robust growth period, with sales expected to increase by $12 billion this year. The demand for aerospace, electrical, mechanical and computer engineering disciplines this year is expected to be double what it was 10 years ago.
But analysts and corporate bosses say that colleges and universities are turning out far too few engineering and aeronautical graduates to fill future vacancies. Public schools’ poor record in teaching math and science is another worry. And, while the boomers were aging, the birthrate declined, resulting in a diminished pool of replacements.
Harry Holzer, a Georgetown University professor who served as chief economist for the Labor Department, says the problem may ultimately be resolved by market forces. But, for the moment, he says, “it won’t be painless, and some real adjustments may have to occur.”
Although production workers in aerospace earn higher pay than those in most other manufacturing industries — an average of $1,153 a week, according to the Department of Labor — Holzer says the industry doesn’t have the recruitment appeal that it did decades ago during the Cold War. Many young job-seekers, he says, now regard aerospace plants as “old-fashioned industries.”
Don’t try telling that to Don Windsor. Aerospace provided a comfortable life, helped him put two daughters through college (one is getting a doctorate) and made him a productive contributor to national security from the Vietnam War through the current conflicts in Iraq and Afghanistan.
He went to work for McDonnell Aircraft, which later became McDonnell Douglas, in July 1963 when he was 18. He remained at the plant after McDonnell merged with Boeing and ultimately helped make more than 5,000 airplanes, from Vietnam-era F-4 Phantoms to F15s.
In shop parlance, Windsor is a SMAR, sheet metal assembler and riveter, or in more simple terms, “a drill ‘em and fill ‘em guy.” He is on the first page of the seniority list, has attended more than his share of farewell parties for retiring colleagues and somberly remembers old friends who “passed away already.”
Windsor could have retired when he was 50, but he has soldiered on, fulfilling a teenage dream to work on the giant assembly line across the river from his home and build airplanes. He has also helped others follow in his footsteps by sharing his know-how with younger workers.
“I can’t tell you how many people I have trained over here,” he said.
Thomas Pinski of Edwardsville, another Boeing worker who is also communicator for District 837 of the International Association of Machinists and Aerospace Workers, says long-timers like Windsor have instincts that can’t be taught in training sessions or through job manuals. Pinski, 47, calls it “tribal knowledge.”
“It’s not written down anywhere. Johnny knows it because he’s been doing it for 40 years,” Pinski says hypothetically. Consequently, he says, it is important to bring in younger workers before the wave of impending retirements claim men and women who also serve as teachers.
“You’re going to bring in younger guys to learn the ropes,” he says. But, he adds, “In a lot of cases, they don’t get them in the front door before Johnny leaves out the back door.”
Boeing, the largest manufacturer in Missouri with 16,000 employees, also serves as a major source of employment for job seekers from Illinois. More than 1,900 Boeing workers in St. Louis are from Southern Illinois, including 120 who live in Belleville. A third of the 9,800 union members in District 837 come from Illinois, says Pinski.
Michael Vesel, 47, who lives in O’Fallon, went to work for Boeing as an operation research analyst after ending a 22-year career in the Air Force in 2001. His wife, Lt. Col. Jane Hendricks-Vesel, is commander of the internal medicine flight at Scott Air Force Base.
Vesel, who commutes about 40 minutes to work each morning, said he decided to begin his new career in industry to continue “contributing to national defense.” He says he often turns to senior workers for advice.
“Their depth and breadth of knowledge in their field is so great, they’re always the go-to guys for questions from us younger guys,” says Vesel. “It takes years and years to develop the kind of knowledge these guys have.”
Matt Aubuchon, director of human resources at the St. Louis plant, quarrels with the prediction that a quarter of the national aerospace workforce could retire this year, saying the number seems high. About 15 percent of the St. Louis workforce is eligible for retirement and an undetermined number will likely stay on, he said.
Like other major aerospace giants, Boeing has numerous initiatives to create what Aubuchon calls a “lifelong learning culture,” including mentoring programs and technology discussion groups to bring senior engineers together with junior colleagues.
Boeing also works with scores of colleges and universities to bolster aerospace recruitment and contributes to Project Lead the Way, a national program to steer high school and middle-school students into careers in engineering and technology.
Although Boeing’s St. Louis plant is the area’s biggest aerospace job magnet, smaller defense-oriented companies are scattered through the St. Louis metropolitan region on both sides of the river, including 45 vendors and suppliers in Southern Illinois that do $2.4 million worth of business with Boeing.
About 5,700 civilians work at Scott Air Force Base, the largest employer in the metro-east. Herman Koester, 68, of Belleville, works at the edge of the base at TRI-COR Industries, a defense contractor that does information-technology work at Scott.
At 68, Koester describes himself as a pre-baby boomer and FBI — “farm boy from Illinois” — who has spent more than three decades in aerospace. Like other older aerospace workers, he pre-dates the computer era but steadily adapted to technological advances by reading and digging through the Internet.
Younger colleagues in their 20s often ask him questions, he said, and he tries to help without appearing arrogant.
One of them once told him: “When you have something to say, it behooves us to listen.”