Justia Aviation Opinion Summaries

On October 29, 2018, 189 people boarded a Boeing 737 MAX airplane in Jakarta, Indonesia. A few minutes after takeoff, the plane crashed. No one survived. Five months later, 157 people aboard a 737 MAX in Ethiopia suffered the same fate. The Federal Aviation Administration then grounded the 737 MAX, prompting modifications by Boeing that eventually led the agency to recertify the plane. In this Freedom of Information Act suit, Flyers Rights Education Fund and its president seek documents that the FAA relied upon during the recertification process. Congress exempted from FOIA’s reach “commercial or financial information obtained from a person and privileged or confidential,” and the district court determined that is precisely what the FAA withheld.   The DC Circuit affirmed. The court explained that when an agency incorporates exempt information into its own comments, it will often be able to release at least part of those comments without revealing the exempt information. Here, however, the FAA explained that these documents “contained FAA comments to Boeing’s project deliverables, which in themselves would reveal technical data and Boeing’s proprietary methods of compliance.” Notably, the FAA released two other documents containing its comments in redacted form. That fact, coupled with the FAA’s nonconclusory affidavits and Vaughn index, demonstrates that it understands the difference between comments that reveal Boeing’s confidential information and comments that do not. Accordingly, even as to these two withheld documents, the FAA has demonstrated that it complied with its segregability obligations. View "Flyers Rights Education Fund, Inc. v. FAA" on Justia Law

Since 1961, Santa Clara County has owned and operated Reid-Hillview Airport, a reliever airport for the San Jose International Airport. Reid-Hillview serves all aviation other than commercial passenger flights and air carrier aviation, supports emergency responses for Bay Area hospitals, and houses Cal Fire and Civil Air Patrol operations. Although the County is required to operate the airport until 2030, in 2018 the Board of Supervisors voted to engage with the City of San Jose in a joint planning process concerning possible alternative uses of Reid-Hillview after 2031. Mohler claims that, in furtherance of this plan, the County intentionally has allowed the airport to fall into disrepair.Mohler sought declaratory and injunctive relief, alleging that the county has committed waste by failing to perform basic maintenance; has failed to repair hangars, rendering one nonfunctional and allowing rust to drip onto planes; and has failed to renew soon-to-expire leases for fixed base operators (which provide support operations such as flight training, aircraft maintenance or repair, and aircraft rental), threatening significant revenue losses. The court of appeal affirmed the dismissal of the suit. Code of Civil Procedure 526a’s prohibition against waste requires more than a mistaken exercise of judgment or discretion. Mohler failed to show that the County has any duty to maintain the airport and failed to allege “dangerous conditions.” View "Mohler v. County of Santa Clara" on Justia Law

The Jackson-Medgar Wiley Evers International Airport is a major airport located in Jackson, Mississippi. Since 1960, the airport has been operated by the Jackson Municipal Airport Authority, whose five commissioners are selected by the city government. In 2016, the Mississippi legislature passed, and the governor signed into law SB 2162, which abolishes the Jackson Municipal Airport Authority and replaces it with a regional authority composed of nine commissioners, only two of whom are selected by Jackson city government.   A Jackson citizen filed a suit seeking to enjoin the law. The mayor, the city council, the Jackson Municipal Airport Authority, its board of commissioners, and the commissioners in their individual capacities intervened in that lawsuit. The intervenors contend that SB 2162 violates the Equal Protection rights of the citizens of Jackson by eliminating the locally controlled Jackson Municipal Airport Authority for racially discriminatory reasons. The intervenors served subpoenas on eight nonparty state legislators who participated in SB 2162’s drafting and passage. The Legislators refused to comply with Request #3 in the subpoena, which sought documents and communications related to SB 2162, asserting that any responsive discovery would either be irrelevant or protected by legislative privilege. The magistrate judge, and later the district court, rejected this position.   The Fifth Circuit affirmed in part, reversed in part, and remanded. The court held that the district court did not abuse its discretion in ordering the Legislators to produce a privilege log. But the district court erred in broadly holding that legislative privilege was automatically waived for any documents that have been shared with third parties. View "Jackson Muni Airport v. Harkins" on Justia Law

Air Excursions, LLC provides air transportation services in Alaska and the Pacific Northwest. It claims that the United States Department of Treasury (Treasury) erroneously disbursed pandemic relief funds to a competitor airline and challenges that disbursement as unlawful under the Administrative Procedure Act (APA).   The DC Circuit vacated the district court’s order dismissing the complaint on the merits and remanded with instructions to dismiss for lack of jurisdiction. The court reasoned that the competitor standing doctrine supplies the link between increased competition and tangible injury but does not, by itself, supply the link between the challenged conduct and increased competition. The latter must be apparent from the nature of the challenged action itself—as in U.S. Telecom Association—or from the well-pleaded allegations of Plaintiff’s complaint. The court concluded that the complaint failed to establish that Air Excursions has suffered a competitive injury satisfying Article III’s injury in fact requirement. View "Air Excursions LLC v. Janet Yellen" on Justia Law

The passenger terminal at the Bob Hope “Hollywood Burbank” Airport is more than fifty years old and violates safety standards set by the Federal Aviation Administration (FAA). So the Burbank-Glendale-Pasadena Airport Authority, which owns and operates the Airport, reached an agreement with the City of Burbank to build a new terminal. In 2016, Burbank voters approved that agreement as required by local law. But before FAA could sign off on the project, the National Environmental Policy Act (NEPA), 42 U.S.C. Sections 4321 et seq., required the agency to prepare an Environmental Impact Statement (EIS). In May 2021, the FAA issued a Final EIS (FEIS) and Record of Decision (ROD) that let the Authority start constructing the replacement terminal, and shortly after, the City of Los Angeles petitioned for review.   The Ninth Circuit granted the petition in part and remanded for FAA to redo the deficient parts of its analysis. The panel held that contrary to Los Angeles’s argument—that the FAA improperly eliminated certain alternatives because they were not approved pursuant to Measure B—the FAA properly eliminated the new airport, remote landside facility, and southeast terminal alternatives based on rational considerations that were independent of Measure B. In addition, the panel held that even if the Measure B criteria foreclosed consideration of alternatives other than the Project, that would not be enough to establish an irreversible commitment to the Project. The panel considered the rest of Los Angeles’s objections to the FAA’s impact analysis and found them meritless. View "CITY OF LOS ANGELES V. FAA, ET AL" on Justia Law

Flyers Rights and its current president have taken aim at the small size of airline seats. In their view, small seats slow emergency evacuations and cause medical problems like blood clots. They have petitioned for a writ of mandamus ordering the FAA “to commence rulemaking to establish minimum seat size and spacing requirements for commercial aircraft and to issue a final rule by a date certain.”   The DC Circuit denied Flyers Rights’ petition. The court held that Flyers Rights lacks a clear and indisputable right to relief. That’s because the FAA Reauthorization Act speaks only of seat-size regulations that “are necessary for the safety of passengers,” and on the record before the court, the necessity of those regulations is neither clear nor indisputable. View "In re: Flyers Rights Education Fund, Inc." on Justia Law

This case concerns rules and regulations issued by the Federal Aviation Administration (FAA) governing two types of pilot credentials: airline transport pilot (ATP) certificates, which enable pilots to fly for airlines, and type ratings, which authorize pilots to command complex, “type-rated” aircraft. Flight Training International, Inc. (FTI), a provider of flight training courses, wants to offer a course that uses type-rated aircraft but culminates in the issuance of an ATP certificate without a type rating. A rule (Rule) issued by the FAA in 2020 prohibits it from doing that, so FTI petitioned us to set aside the rule. FTI argued that the rule effectively amends portions of 14 C.F.R. pt. 61, and, therefore, should have been promulgated only after notice and comment in accordance with the Administrative Procedure Act (APA).   The Fifth Circuit agreed and granted the petition. The court explained that the Must-Issue Rule is a legislative rule, but it was not promulgated after notice and comment as required by the APA. Because the Rule was issued “without observance of procedure required by law,” FTI’s petition must be granted, and the Rule set aside. In light of this disposition, the court did not reach FTI’s alternative argument that the Rule is “arbitrary, capricious, an abuse of discretion, or otherwise not in accordance with the law.” View "Flt Training Intl v. FAA" on Justia Law

The two procedures at issue are the HARYS FOUR departure procedure at Van Nuys Airport, and the SLAPP TWO departure procedure at Burbank Airport. Petitioner contends that the FAA failed to sufficiently analyze the procedures, in violation of the National Environmental Policy Act (“NEPA”), the Administrative Procedure Act, and section 4(f) of the Department of Transportation Act of 1996.   The key issue is the timeliness of Petitioner’s challenges. Petitions for review of FAA orders must be filed within 60 days after the order was issued, or where there are “reasonable grounds” to excuse a delay in filing. 49 U.S.C. Section 46110(a). The Ninth Circuit denied in part and dismissed in part the petition for review brought by an association of nearby residents challenging the FAA orders. The panel held that the statutory “reasonable grounds” exception did not apply. A petitioner’s own mistake cannot excuse its delay in filing. The panel further held that the FAA’s alleged violative conduct did not toll the statute of limitations for filing the petition. Petitioner cannot circumvent the strict time limits imposed by section 46110 simply by invoking the Administrative Procedure Act. The panel concluded that the petition of review of HARYS ONE and SLAPP ONE was untimely, and it dismissed the petition for review insofar as it challenged those orders. View "SAVE OUR SKIES LA V. FAA, ET AL" on Justia Law

Petitioner is an experienced airline pilot. When he was interviewing for a new position, he was asked to take a urine test. Unable to provide an adequate sample, Petitioner left the site. Under FAA guidelines, walking out before providing a drug test sample is considered a refusal. The potential employer reported Petitioner's refusal to the FAA. The FAA sought to revoke Petitioner's pilot and medical certifications. However, at a hearing in front of the National Safety Transportation Board, the Board agreed with the FAA in sustaining the refusal, but reduced Petitioner's sanction to a 180-suspension.The D.C. Circuit denied Petitioner's petition for review, finding that by walking out before providing a sufficient urine sample, Petitioner's conduct was properly considered a refusal. In so holding, the court noted that the trial court credited the FAA witnesses while questioning the veracity of Petitioner's testimony.The D.C. Circuit also granted the FAA's cross-petition, finding that the Board was required to defer to the FAA under these circumstances. View "Ydil Pham v. NTSB" on Justia Law

The DC Circuit remanded to the FAA for it to consider the evidence petitioner provided and to make the explicit "why and wherefore" of its action. In this case, after petitioner, a commercial airline pilot with a diagnosed alcohol dependence, tested positive for alcohol, the FAA withdrew his medical certification required for flight. Petitioner requested reconsideration of the FAA's decision with documentation to demonstrate that the positive test was due to unknowing exposure to alcohol. View "Erwin v. Federal Aviation Administration" on Justia Law