Justia Aviation Opinion Summaries

The owners bought property in 1995 and live there with their daughter. It is under the flight paths of runways of the Cleveland Hopkins International Airport. In 2002, the owners filed a class-action mandamus action, seeking to compel the city to initiate appropriation proceedings, claiming that the level and frequency of flights so interfered with their use and enjoyment that the property had been taken for public use without just compensation. The state court dismissed. They tried again in 2008, citing expansion projects. The city removed the case to federal district court, which dismissed with prejudice. The Sixth Circuit reversed and remanded. The district court erred in applying res judicata; the claims based upon the 2004 and 2007 expansions could not have been raised in the 2002 Action and are premised on a new transaction or occurrence distinct from the subject matter of the 2002 Action. View "Boggs v. City of Cleveland" on Justia Law

In 1993, the FAA decided to privatize all Level I air traffic control towers. About 1500 controllers were forced to leave the field, be trained to operate higher level towers, or secure employment with the private contractors. Office of Management and Budget Circular A-76 prohibits the federal government from performing an activity that could be performed for less cost by the private sector. Before privatizing a function, an agency must determine whether that function is inherently governmental or commercial. A governmental function must be performed by government employees. The district court first dismissed, but, on remand, instructed the FAA to undergo Circular A-76 analysis. The FAA continued to privatize towers and controllers again brought suit. The district court again remanded to the FAA for analysis, but refused to terminate private contracts already in place. The court later granted the FAA partial summary judgment, based on a 2003 amendment to 49 U.S.C. 47124, indicating that work in Level I towers is not an inherently governmental function, then dismissed remaining claims for lack of standing. The Sixth Circuit affirmed. Every tower privatized in the 1993 program fit within the section 47124(b)(3) mandate. View "Nat'l Air Traffic Controllers Ass'n v. Sec'y of the Dep't. of Transp." on Justia Law

Thomas E. Clemmons, the former director of operations for Ameristar Airways, Incorporated (Ameristar), filed a complaint with the Secretary of Labor alleging he was discharged in retaliation for reporting air safety issues to the Federal Aviation Administration. The Department of Labor Administrative Review Board (Board) found a violation of the employee protection provision of the Wendell H. Ford Aviation Investment and Reform Act for the 21st Century (AIR21), 49 U.S.C. 42121, ordering an award of back pay. The court held that because Clemmons had presented a prima facie case of retaliation and adduced evidence capable of rebutting Ameristar's proffered explanations, substantial evidence supported the Board's finding of liability. The court held, however, that because the question of whether Clemmons' insubordinate email, which was after-acquired evidence, "was of such severity that [he] would have been terminated on these grounds alone" was a question of fact, the court remanded to the agency to make that determination and to adjust the back pay award if necessary. View "Ameristar Airways, Inc., et al. v. Administrative Review Board" on Justia Law

The insurance company sought a declaratory judgment that a plane crash that killed five people did not trigger coverage under a fleet insurance policy issued to an aircraft maintenance and charter company. The policy identifies the company's clients (including Wyndham) as "named insureds" and as "insured owners," but Wyndham did not participate in its negotiation. Wyndham filed a counterclaim seeking coverage. The crash involved a plane rented by a Wyndham employee to attend a work-related meeting, but did not involve the charter company in any way. The court held that Wyndham was entitled to coverage. The Third Circuit reversed. New Jersey law allows reformation, on the basis of mutual mistake, against a party that did not participate in negotiation of a contract and the insurance company sufficiently pled mutual mistake. Although the contract appears to provide third parties with coverage when using aircraft without the charter company's involvement, both contracting parties believed that the language did not expand coverage to entities unaffiliated with the charter company, such as Wyndham. The premium went down with the addition of the language at issue because the intent was to limit coverage for to aircraft owned, used by, or at the direction of the charter company. View "IL Nat'l Ins. Co v. Wyndham Worldwide Operations, Inc." on Justia Law

Plaintiff sued Icelandair in federal district court, alleging that it was liable for her injuries under Article 17 of the Convention of the Unification of Certain Rules Relating to International Transportation by Air (Montreal Convention), which established that air carriers were liable for accidents that occurred to passengers while they were boarding, aboard, or disembarking aircraft, S. Treaty Doc. No. 106-45, 33. At issue was whether the district court properly granted summary judgment on behalf of Icelandair. The court held that a plaintiff did not have to prove that an airline violated a Federal Aviation Administration (FAA) standard to establish that there was an "accident" under Article 17 of the Montreal Convention. The court also held that because the district court held otherwise, requiring plaintiff to provide evidence that the airline had failed to meet FAA requirements in order to survive summary judgment, the court reversed and remanded. View "Phifer v. Icelandair" on Justia Law

The FAA issued permits for modernization of the mixed-use Hanscom airport near the historic towns of Lexington and Concord. Opponents raised challenges under the Department of Transportation Act, 49 U.S.C. 303(c), the National Historic Preservation Act, 16 U.S.C. 470f, and the National Environmental Policy Act (NEPA), 42 U.S.C. 4321-4347. The First Circuit rejected the challenges. The FAA adequately examined alternatives; the determination that none would be prudent was reasonable. The agency went beyond considering reasonably foreseeable impacts and considered worst case scenarios. View "Safeguarding the Historic Hanscom Area's Irreplacable Resources, Inc. v. Fed. Aviation Admin." on Justia Law

This case stemmed from respondent's agreement to lease an airplane from Aerolease of America, Inc. (Aerolease) and the subsequent plane crashed that occurred, which killed the pilot and his passenger. Petitioner, in his capacity as administrator ad litem and personal representative of the passenger's estate, filed a wrongful death action against Aerolease. At issue was whether the federal law currently codified at 49 U.S.C. 44112 preempted Florida state law with regard to the liability of aircraft owners under the dangerous instrumentality doctrine and, if it did, how broadly the scope of that preemption covered. The court held that the dangerous instrumentality doctrine imposed vicarious liability upon owners and lessors of aircraft, even where the aircraft was not within their immediate control or possession at the time of the loss. To the extent that the doctrine applied to injuries, damages, or deaths that occurred on the surface of the earth, the doctrine conflicted with, and was therefore preempted by, section 44112. However, because the death of the passenger occurred while he was a passenger in a plane that crashed, not on the ground beneath the plane, the wrongful death action filed by petitioner was not preempted by section 44112. Therefore, the dangerous instrumentality doctrine applied and the Second District erroneously affirmed the summary final judgment entered by the trial court in favor of Aerolease on the basis of federal preemption. View "Vreeland, etc. v. Ferrer, etc., et al." on Justia Law

Plaintiff challenged the constitutionality of a provision of the Fair Treatment for Experienced Pilots Act ("FTEPA"), 49 U.S.C. 44729, which allowed some pilots, but not him, to take advantage of Congress's decision to raise the mandatory retirement age from 60 to 65. Plaintiff also alleged that his former employer and former union violated a state law banning age discrimination in employment by failing to place him in a position at work that would have allowed him the benefit of the new retirement age. At issue was whether the district court properly dismissed plaintiff's state age discrimination claims. The court concluded that plaintiff did not make clear in his complaint that he was suing his former employer for its failure to demote him to a status that might help him take advantage of the new age limit in the FTEPA and his complaint never alleged that he requested a demotion, that he was qualified for such a position, or that such positions were available, all facts he would need to prove to make out a prima facie case of age discrimination for failure to demote under the state discrimination statute. Accordingly, the court declined to pass on the merits of an argument the district court had no chance to consider and affirmed the dismissal of plaintiff's suit. View "Jones v. Air Line Pilots Assoc., et al." on Justia Law

Northwest terminated plaintiff’s membership in its frequent flyer program. A provision in the frequent flyer agreement gave Northwest sole discretion to determine whether a participant had abused the program. Plaintiff claimed that Northwest breached its contract by revoking his membership without valid cause and violated the duty of good faith and fair dealing because it terminated his membership in a way that contravened his reasonable expectations. The district court dismissed, holding that the Airline Deregulation Act of 1978 pre-empted the breach of the duty of good faith and fair dealing claim. The Ninth Circuit reversed, finding that claim “too tenuously connected to airline regulation to trigger” ADA pre-emption. A unanimous Supreme Court reversed. The Act pre-empts a state-law claim for breach of the implied covenant of good faith and fair dealing if it seeks to enlarge contractual obligations that the parties voluntarily adopted. The Act prohibits states from “enact[ing] or enforc[ing] a law, regulation, or other provision having the force and effect of law related to [an air carrier’s] price, route, or service,” 49 U.S.C. 41713(b)(1). The phrase “other provision having the force and effect of law” includes state common-law rules like the claimed implied covenant. Exempting common-law claims would disserve the Act’s central purpose: to eliminate federal regulation of rates, routes, and services so they could be set by market forces. Northwest’s program connects to “rates” by awarding credits redeemable for tickets and upgrades, thus eliminating or reducing ticket prices. It also connects to “services,” i.e., access to flights and higher service categories. Because the implied covenant claim sought to enlarge contractual agreement, it is pre-empted. Under controlling Minnesota law, parties may not contract out of the implied covenant; when state law does not authorize parties to free themselves from the covenant, a breach of covenant claim is pre-empted. Participants in frequent flyer programs can protect themselves by avoiding airlines with poor reputations and enrolling in more favorable rival programs; the Department of Transportation has authority to investigate complaints about frequent flyer programs. The Court also noted that the plaintiff did not appeal his breach of contract claim. View "Northwest, Inc. v. Ginsberg" on Justia Law

After Air Wisconsin stopped flying aircraft that Hoeper was certified to fly, Hoeper failed three attempts to gain new certification. Air Wisconsin gave him one final chance. He performed poorly during required training and responded angrily, tossing his headset, using profanity, and making accusations against the instructor. Airline officials discussed the outburst, Hoeper’s impending termination; the history of assaults by disgruntled employees; and the chance that Hoeper, a Federal Flight Deck Officer (FFDO), permitted “to carry a firearm while engaged in providing air transportation,” 49 U.S.C. 44921(f)(1) might be armed. An airline executive notified the TSA that Hoeper “was an FFDO who may be armed,” that the airline was “concerned about his mental stability and the whereabouts of his firearm,” and that an “[u]nstable pilot in [the] FFDO program was terminated today.” The TSA removed Hoeper (returning home from training) from his plane, searched him, and questioned him about the location of his gun. Hoeper sued for defamation. The Aviation and Transportation Security Act (ATSA), 49 U.S.C. 44941(a), provides airlines and employees immunity for reporting suspicious behavior except where such disclosure is “made with actual knowledge that the disclosure was false, inaccurate, or misleading” or “made with reckless disregard as to the truth or falsity of that disclosure.” The jury found for Hoeper. The Colorado Supreme Court affirmed. The Supreme Court reversed. ATSA immunity, patterned after the Times v. Sullivan “actual malice” standard, may not be denied to materially true statements, even if made recklessly; a falsehood cannot be material absent a substantial likelihood that a reasonable security officer would consider it important in determining a response. Any falsehoods in the statement to the TSA were not material. A reasonable TSA officer, knowing that Hoeper was an FFDO, upset about losing his job, would have wanted to investigate whether he was armed. While Hoeper had not actually been fired at that time, everyone knew that termination was imminent. It would be inconsistent with the ATSA’s text and purpose to expose Air Wisconsin to liability because the manager who placed the call could have chosen a slightly better phrase to articulate the airline’s concern. View "Air Wisconsin Airlines Corp. v. Hoeper" on Justia Law