Where I Was From Read online

  According to the Commission on State Finance in Sacramento, which monitors federal spending and its impact on the state, some 800,000 jobs were lost in California between 1988 and 1993. More than half the jobs lost were in Los Angeles County. The commission’s May 1993 report estimated the further loss, between 1993 and 1997, of another 90,000 aerospace jobs, as well as 35,000 civilian jobs at bases scheduled for closure, but warned that “the potential loss could be greater if the defense industry continues to consolidate operations outside California.” The Bank of America estimated six to eight hundred thousand jobs lost between 1990 and 1993, but made an even more bleak projection: four to five hundred thousand more jobs lost, in the state’s “downsizing industries,” between 1993 and 1995. This was what people in Los Angeles were talking about when they talked about the 1992 riot.

  5

  PEOPLE who worked on the line in the big California aerospace plants had constituted, in the good years, a kind of family. Many of them were second generation, and would mention the father who worked on the Snark missile, the brother who was foreman of a fabricating shop in Pico Rivera, the uncle who used to get what seemed like half the A-4 line out to watch Little League. These people might move among the half dozen or so major suppliers, but almost never outside them. The conventions of the marketplace remained alien to them. They worked to military specifications, or “milspec,” a system that, The Washington Post noted, provided fifteen pages of specs for the making of chocolate cookies. They took considerable pride in working in an industry where decisions were not made in what Kent Kresa, then chairman of Northrop, dismissed as “a green eyeshade way.” They believed their companies to be consecrated to what they construed as the national interest, and to deserve, in turn, the nation’s unconditional support. They believed in McDonnell Douglas. They believed in Rockwell, Hughes, Northrop, Lockheed, General Dynamics, TRW, Litton Industries. They believed in the impossibility of adapting even the most elementary market principles to the manufacturing of aircraft. They believed the very notion of “fixed price,” which was the shorthand contractors used to indicate that the government was threatening not to pay for cost overruns, to be antithetical to innovation, anathema to a process that was by its own definition undefined and uncertain.

  Since this was an industry in which machine parts were drilled to within two-thousandths or even one-thousandth of an inch, tolerances that did not immediately lend themselves to automation, the people who worked in these plants had never, as they put it, gone robotic. They were the last of the medieval hand workers, and the spaces in which they worked, the huge structures with the immaculate white floors and the big rigs and the overhead cameras and the project banners and the flags of the foreign buyers, became the cathedrals of the Cold War, occasionally visited by but never entirely legible to the uninitiated. “Assembly lines are like living things,” I was once told by the manager of assembly operations on the F/A-18 line at Northrop in El Segundo. “A line will gain momentum and build toward a delivery. I can touch it, I can feel it. Here on the line we’re a little more blunt and to the point, because this is where the rubber meets the road. If we’re going to ship an airplane every two days, we need people to respond to this.” Navy Pilots Are Depending On You, a banner read in the high shadowy reaches above the F/A-18 line. Build It As If You Were Going to Fly It, another read. A toolbox carried this message: With God & Guts & Guns Our Freedom Was Won!

  This was a world bounded by a diminishing set of coordinates. There were from the beginning a finite number of employers who needed what these people knew how to deliver, and what these people knew how to deliver was only one kind of product. “Our industry’s record at defense conversion is unblemished by success,” Norman Augustine, then the chairman and CEO of Martin Marietta, told The Washington Post in 1993. “Why is it rocket scientists can’t sell toothpaste? Because we don’t know the market, or how to research, or how to market the product. Other than that, we’re in good shape.”

  Increasingly, the prime aerospace contractors had come to define themselves as “integrators,” meaning that a larger and larger proportion of what they delivered, in some cases as much as seventy-five percent, had been supplied by subcontractors. The prime contractors were of course competitive with one another, but there was also an interdependence, a recognition that they had, vis-à-vis their shared principal customer, the federal government, a mutual interest. In this spirit, two or three competing contractors would typically “team” a project, submitting a joint bid, supporting one another during the lobbying phase, and finally dividing the spoils of production.

  McDonnell Douglas had been the prime contractor on the F/A-18, an attack aircraft used by both the Navy and the Marine Corps and sold by the Air Force to such foreign users as the Republic of Korea, Malaysia, Australia, Canada, Spain, and Kuwait. McDonnell Douglas, however, teamed the F/A-18 with Northrop, which would every week send, from its El Segundo plant, two partial airplanes, called “shipsets,” to the McDonnell Douglas facility in St. Louis. Each Northrop shipset for the F/A-18 included the fuselage and two tails, “stuffed,” which is what aircraft people say to indicate that a piece of an airplane comes complete with its working components. McDonnell Douglas would then assemble the shipsets with the wings and other components, and roll the finished F/A-I8s off its own line. Northrop and McDonnell Douglas again teamed on a prototype for the YF-23 Advanced Tactical Fighter, but lost the contract to Lockheed, which had teamed its own ATF prototype with Boeing and General Dynamics. Boeing, in turn, teamed its commercial 747 with Northrop, which supplied several 747 shipsets a month, each consisting of the center fuselage and associated sub-assemblies, or stuffing. General Dynamics had the prime contract with the Navy for the A-12 attack jet, but had teamed it with McDonnell Douglas.

  The perfect circularity of the enterprise, one in which politicians controlled the letting of government contracts to companies which in turn utilized the contracts to employ potential voters, did not encourage natural selection. When any single element changed in this hermetic and interrelated world, for example a shift in the political climate enabling even one member of Congress to sense a gain in questioning the cost of even one DOD project, the interrelatedness tended to work against adaptation. One tree falls and the food chain fails: on the day in 1991 when Richard B. Cheney, then secretary of defense, finally canceled the Navy’s contract with General Dynamics for the A-12, thousands of McDonnell Douglas jobs got wiped out in St. Louis, where McDonnell Douglas had been teaming the A-12 with General Dynamics.

  To protect its headquarters plant in St. Louis, McDonnell Douglas moved some of the production on its own C-17 program from Long Beach to St. Louis. To protect the program itself, the company opened a C-17 plant in Macon, Georgia, what was called in the industry a “double-hitter,” situated as it was in both the home state of Senator Sam Nunn, chairman of the Senate Armed Services Committee, and the home district of Rep. J. Roy Rowland, a member of the House Veterans’ Affairs Committee. “It was smart business to put a plant in Macon,” a former McDonnell Douglas executive told Ralph Vartabedian of The Los Angeles Times. “There wouldn’t be a C-17 without Nunn’s support. There is nothing illegal or immoral about wanting to keep your program funded.”

  The C-17 was a cargo plane with a capacity for landing, as its supporters frequently mentioned, “on short runways like in Bosnia.” It entered development in the mid-1980s. By the time the first plane was delivered in 1993 the number of planes on order from the Air Force had dropped from 210 to 120 and the projected cost of each had risen from $150 million to $380 million. The C-17, even more than most programs, had been plagued by cost overruns and technical problems. There were flaws in the landing gear, a problem with the flaps, trouble meeting range and payload specifications. One test aircraft leaked fuel. Another emerged from a ground strength-certification test with broken wings. Once off the ground, the plane showed a distressing readiness to pitch up its nose and go into a stall.

  On June
14, 1993, the day the Air Force accepted delivery of its first C-17 Globemaster III, the plane was more than a year behind schedule, already $1.4 billion over budget, and not yet within sight of a final design determination. Considerable show attended this delivery. Many points were made. The ceremony took place at Charleston Air Force Base in South Carolina, the home state of Senator Strom Thurmond, then the ranking minority member of the Senate Armed Services Committee, as well as of Representatives Floyd Spence, John M. Spratt, Jr., and Arthur Ravenal, Jr., all members of the House Armed Services Committee. Some thirty-five hundred officials turned out. The actual aircraft, which was being delivered with 125 “waivers and deviations” from contract specifications and had been flown east with a load of ballast positioned to keep the nose from pitching up, was piloted on its delivery leg by General Merrill McPeak, the Air Force chief of staff. “We had it loaded with Army equipment … a couple of Humvees, twenty or thirty soldiers painted up for battle,” General McPeak reported a few days later at a Pentagon briefing. “And I would just say that its a fine airplane, wonderful capability when we get it fielded, it will make a big difference to us in terms of the global mobility requirement we have, and so I just think, you know, it’s a home run.”

  At the time General McPeak pronounced the plane a home run, 8,700 of the remaining employees at McDonnell Douglas’s Long Beach plant were working on the C-17. What those 8,700 employees would be doing the month or the year after that remained, at that time, an open question, since even as the Air Force was demonstrating support of its own program, discussions had begun about how best to dispose of it. There were a number of options under consideration. One was to transfer program management from McDonnell Douglas to Boeing. Another was to further reduce the number of C-17S on order from 120 to as few as 25. The last-ditch option, the A-12 solution, was to just pull the plug. The Long Beach plant was the plant on the Lakewood city line, the plant with the American flag whipping in the wind and the forward-slanted logo and the boarded-up motel with the marquee that still read “Welcome Douglas Happy Hour 4-7.” This was what people in Lakewood were talking about when they talked about the Spur Posse.

  6

  OF the eighty-nine members of the Lakewood High School Class of 1989 who had responded, a year after graduation, to a school district questionnaire asking what they were doing, seventy-one said that they were attending college full or part time. Forty-two of those were enrolled at Long Beach Community College. Five were at community colleges in the neighboring communities of Cerritos and Cypress. Twelve were at various nearby California State University campuses: Fullerton, Long Beach, San Diego, Pomona. Two had been admitted to the University of California system, one to Irvine and one to Santa Barbara. One was at U.S.C. Nine were at unspecified other campuses. During the 1990–91 school year, 234 Lakewood High students were enrolled in the district’s magnet program in aerospace technology, which channeled into Long Beach Community College and McDonnell Douglas. Lakewood High’s SAT scores for that year averaged 362 verbal and 440 math, a total of ninety-five points below the state average.

  This was not a community that pushed its children hard, or launched them into the far world. Males were encouraged to continue, after graduation and indeed into adulthood, playing ball (many kinds of ball, all kinds of ball) in the parks and on the schoolgrounds where they had grown up. Females were encouraged to participate in specific sports of their own, as well as to support the team activities of the ball players. Virtually everyone to whom I spoke in the spring of 1993 mentioned the city’s superior sports program. “It’s been a very clean community,” I was told by John Todd, who had been instrumental in the city’s 1954 incorporation and had served as city attorney ever since. “The people that made it up were sound American citizens. We were oriented to our schools and churches and other local activities. We have a tremendous park and recreation program here in Lakewood. And it tended to keep people here.” Another longtime resident, whose oldest son worked for McDonnell Douglas and whose other grown children were all in school nearby, echoed this: “It’s just a mass recreation program to keep them all busy.”

  People in Lakewood often mentioned to me how much there was going on in the area. There were the batting cages. There was bowling. There were many movies around. There was, nearby in Downey, the campaign to preserve the nation’s last operating original McDonald’s, a relic of 1953 at the corner of Lakewood Boulevard and Florence Avenue. “If they’re going to tear this down, they might as well tell Clinton please take your business to Taco Bell,” one observer told the Press-Telegram. And there was, always, the mall, Lakewood Center, the actual and figurative center of town. During the days I spent in Lakewood I had occasion to visit the mall now and then, and each time I found it moderately busy, the fact that its sales figures had decreased every quarter since 1990 notwithstanding. There was a reflecting pool, a carousel, a Burger King, a McDonald’s, if not an original McDonald’s. There was a booth offering free information on prescriptions. There was another displaying photographs of houses for sale. I said to a woman leafing through the listings that I had not before seen houses for sale in a mall. “H.U.D. and V.A. repos,” she said.

  One day at the mall I walked over to the freestanding Bullock’s, which, because it was about to close its doors for good, was in the process of selling everything in the store at thirty-five percent off the ticket price. There were women systematically defoliating the racks in the men’swear department, women dropping discards and hangers in tangles on the floor, women apparently undiscouraged by the scrawled sign warning that register lines were “currently in excess of 3+ hours long,” women who had already staked out positions for the wait, women curled with their children on the floor, women who had bulwarked their positions with forts of quilts, comforters, bedspreads, mattress pads, Cuisinarts, coffee makers, sandwich grills, Juice Tigers, and Heart Wafflers. These were the women and the daughters and granddaughters of the women who had seen the hundred-foot pylon in 1950 and decided that this was the place to start. The clerks and security personnel monitoring the register lines were men. These were the men and the sons and grandsons of the men who used to get what seemed like half the A-4 line out to watch Little League.

  7

  “WE want great cities, large factories, and mines worked cheaply, in this California of ours!” That was Henry George, in “What the Railroad Will Bring Us,” rhetorically setting forth what was in 1868 popular local sentiment. Then he proceeded to count the cost:

  Would we esteem ourselves gainers if New York, ruled and robbed by thieves, loafers and brothel-keepers; nursing a race of savages fiercer and meaner than any who ever shrieked a war-whoop on the plains; could be set down on our bay tomorrow? Would we be gainers, if the cotton-mills of Massachusetts, with their thousands of little children who, official papers tell us, are being literally worked to death, could be transported to the banks of the American; or the file and pin factories of England, where young girls are treated worse than even slaves on southern plantations, be reared as if by magic at Antioch? Or if among our mountains we could by wishing have the miners, men, women and children, who work the iron and coal mines of Belgium and France, where the condition of production is that the laborer shall have meat but once a week—would we wish them here?

  Can we have one thing without the other?

  In those towns off the San Diego Freeway that had seemed when times were good to answer Henry George’s question in the affirmative, 1993 was a sullen spring. In April, about the time the Lakewood Center Bullock’s was selling the last of its Heart Wafflers, the ten-year-old girl who said that she had been assaulted by a Spur Posse member gave her first press conference, in Gloria Allred’s office. Her mother had been seen, on Donahue, The Home Show, and 20/20, but the child, by that time eleven, had not. “I have been upset because I wanted to be on TV,” she said at her press conference. “To show how I feel. I wanted to say it for myself.” Also in April, Spur Posse members approached various talent age
ncies, trying to sell their story for a TV movie. An I.C.M. agent asked these Spurs if they were not concerned about how they might be presented. Their concern, they told him, was how much money they would make. I.C.M. declined to represent the Spurs, as did, it was later reported, C.A.A., United Talent Agency, and William Morris.

  It was April, too, at the Douglas plant on the Lakewood city line, when Teamsters Local 692 went on strike, over the issue of whether or not Douglas could contract out work previously done by union members. “They can’t do that to people after twenty-seven years,” the wife of one driver, for whom the new contract would mean a cut from $80,000 to $35,000 a year, told the Press-Telegram. “It’s just not right.” It was in April, again, that Finnair disclosed discussions about a switch from its mostly Douglas fleet to buying Boeing. It was in May that Continental, just out of bankruptcy reorganization, ordered ninety-two new planes, with options for ninety-eight more, all from Boeing.

  In a town where it was possible to hear, unprompted, a spirited defense of the DC-10 (“Very quiet plane,” John Todd told me, “nice flying plane, compared to those Boeings and those other airplanes it makes about half as much noise”), the involvement with Douglas went deeper than mere economic dependence. People in Lakewood had defined their lives as Douglas. I had lunch one day with a 1966 graduate of Lakewood High who had later spent time in the Peace Corps. It seemed that somewhere in the heart of Africa, he had hopped a ride on a DC-3. The DC-3 had a plate indicating that it had come off the Long Beach line, and he had thought, There it is, I’ve come as far as I can go and it’s still Douglas. “It’s a town on the plantation model,” he said to me at lunch. “Douglas being the big house.”