Justia Aviation Opinion Summaries

Five individuals residing near a New Orleans hospital brought suit after the hospital moved its helicopter landing pad from a one-story building near the Mississippi River to the top of a new tower in the center of the hospital complex. The plaintiffs, claiming that the new helipad created excessive noise and vibrations, sought a mandatory injunction requiring the hospital to relocate the helipad or otherwise abate the disturbance, as well as damages for nuisance and negligence.The defendants removed the case from state court to the United States District Court for the Eastern District of Louisiana. The district court denied the plaintiffs’ request to remand the case to state court, finding that their subsequent removal of class-action allegations and request to decline supplemental jurisdiction amounted to improper forum shopping. The district court then granted the defendants partial summary judgment, holding that Federal Aviation Administration regulations preempted any permanent injunction to relocate the helipad. The court also dismissed some of the plaintiffs’ claims for damages, but allowed their claims for general nuisance damages to proceed to trial. Before trial, the plaintiffs appealed the order, seeking review of the denial of their request for an injunction.The United States Court of Appeals for the Fifth Circuit reviewed the appeal. The court held that it lacked jurisdiction over the interlocutory appeal because the district court’s order did not explicitly deny an injunction and, even if it had the practical effect of denying injunctive relief, the plaintiffs did not show that they satisfied the requirements for interlocutory review under 28 U.S.C. § 1292(a)(1) and Carson v. American Brands, Inc. The appeal was dismissed for lack of jurisdiction. View "Rey v. LCMC Health Care Partners" on Justia Law

A 14-year-old passenger, Kevin Greenidge, died from cardiac arrest aboard an American Airlines international flight from Honduras to Florida. Kevin, who suffered from multiple health conditions, began experiencing breathing difficulties soon after takeoff. Despite the crew’s efforts and the assistance of two medical professionals on board, Kevin did not survive. During the resuscitation attempt, there was a dispute about whether the aircraft’s automated external defibrillator (AED) functioned properly, as several witnesses reported it failed to deliver a shock, despite internal device data indicating otherwise.Following Kevin’s death, his aunt, Melissa Arzu, acting individually and as administrator of his estate, filed suit against American Airlines in the United States District Court for the Northern District of Texas. She alleged liability and loss of consortium under the Montreal Convention and breach of contract under Texas law. Both parties moved for summary judgment. The district court granted summary judgment in favor of American Airlines on all claims, finding that the alleged deviations from airline policy and medical response did not constitute an “accident” under Article 17 of the Montreal Convention.The United States Court of Appeals for the Fifth Circuit reviewed the case. The court affirmed summary judgment on the claims based on the crew’s allegedly ineffective medical response, holding that such a response does not amount to an “accident” under Article 17 without unusual circumstances or willful inaction. However, the court reversed summary judgment on the claims premised on the AED malfunction, finding that a genuine dispute remained as to whether the AED’s failure, in violation of FAA regulations, could be considered an “unexpected or unusual event.” The court also held that the Montreal Convention expressly preempts Arzu’s breach of contract claim. View "Arzu v. American Airlines" on Justia Law

Following two fatal airplane crashes involving Boeing 737 MAX aircraft in 2018 and 2019, which resulted in significant loss of life, the Department of Justice investigated Boeing for misleading the Federal Aviation Administration about changes to flight control systems. The Department initially entered into a Deferred Prosecution Agreement (DPA) with Boeing, requiring the company to pay a substantial fine and undertake remedial measures. After Boeing was alleged to have breached the DPA, the Department negotiated a Non-Prosecution Agreement (NPA) in 2025, again requiring compliance and penalties. Family members of crash victims challenged both the DPA and NPA, asserting violations of their rights under the Crime Victims’ Rights Act (CVRA).The families first moved in the United States District Court for the Northern District of Texas to set aside the DPA, arguing they were denied timely notice and the right to confer as crime victims. The district court found the Department had not acted in bad faith but had committed a legal error in initially failing to recognize the families as crime victims. The court concluded, however, that it lacked authority to review or alter the terms of the DPA. When the Department later moved to dismiss the charges based on the NPA, the families objected, but the district court granted the motion, finding the Department had provided sufficient reasons and had not acted with bad faith.The families petitioned the United States Court of Appeals for the Fifth Circuit for writs of mandamus. The Fifth Circuit held that the challenge to the DPA was moot because it was no longer in effect after Boeing’s breach. As to the NPA, the court found the Department had satisfied the CVRA’s requirements to confer with and treat the families fairly. The court also ruled it lacked jurisdiction under the CVRA to conduct a substantive review of the district court’s dismissal of charges. The petitions for writ of mandamus were denied. View "In re Ryan" on Justia Law

A professional pilot was asked to operate a Cessna Citation 550 aircraft whose tail number had recently been changed by its owner from N550ME to N550MK. The Federal Aviation Administration (FAA) approved the new registration and issued new documents, but denied a new airworthiness certificate because the aircraft required further inspection. Believing the registration had reverted to the old number due to the denial, the owner had the physical tail number altered back to N550ME using tape, while the aircraft carried documents for both the old and new registrations. The pilot, after being told about “paperwork issues” and noticing the taped number, proceeded to fly the aircraft on two flights without confirming the correct registration and without a valid airworthiness certificate for the current registered tail number. After the first flight, FAA inspectors issued a written notice warning that further operation would violate federal regulations; the pilot disregarded this and completed the return flight.The FAA suspended the pilot’s license for 150 days, citing violations of various regulations requiring proper display of the registered tail number and possession of a valid airworthiness certificate. The pilot appealed the suspension to the National Transportation Safety Board (NTSB), where an Administrative Law Judge affirmed the FAA’s order after a hearing. The full NTSB then affirmed the ALJ’s decision.The United States Court of Appeals for the Fifth Circuit reviewed the case, applying a deferential standard to the agency’s findings and sanction. The court held that the NTSB’s decision was not arbitrary or capricious. The court concluded that the pilot’s reliance on the owner’s explanation was unreasonable and that the penalty was not excessive, even if the violations were administrative. The court also found no improper disparity in sanctioning compared to another pilot. The petition for review was denied, and the suspension was upheld. View "Hardwick v. FAA" on Justia Law

Air Evac filed suit against state defendants, claiming that, as applied to air-ambulance entities, Texas' workers'-compensation system was federally preempted. Air Evac argued that, because the Airline Deregulation Act (ADA), 49 U.S.C. 4173(b)(1), expressly preempted all state laws related to a price, route, or service of an air carrier, Texas may not use state laws to regulate air-ambulance services. The district court granted state defendants' motion to dismiss under Rule 12(b)(1). The court concluded that Air Evac had Article III standing because it had a pecuniary injury that could be redressed with injunctive and declaratory relief; Shaw v. Delta Air Lines, Inc. conferred federal-question jurisdiction because Air Evac's complaint sought injunctive relief on the basis that the ADA preempted Texas law; the Ex parte Young exception applied to this case where, to the extent Ex parte Young required that the state actor "threaten" or "commence" proceedings to enforce the unconstitutional act, state defendants' pervasive enforcement satisfied that test; and the court declined to exercise abstention under Colorado River Water Conservation District v. United States. Accordingly, the court vacated and remanded for further proceedings. View "Air Evac EMS, Inc. v. State of Texas, Department of Insurance" on Justia Law

Love Field airport is owned by the City and leased in part to Southwest Airlines. The City sought a declaration determining whether it must order Southwest to accommodate Delta at Love Field under the Lease Agreement or otherwise. Delta, Southwest, and the City filed competing motions for preliminary injunctions. The district court denied Southwest's motion and entered a preliminary injunction in favor of Delta essentially permitting Delta to continue operating five flights daily until a final decision on the merits. On appeal, Southwest argues that Delta is not a third party beneficiary and that the Lease Agreement does not require the accommodation Delta seeks. The court agreed with the district court that Delta and the City have shown a substantial likelihood of success on the merits on the claim that the Lease Agreement requires Delta to be accommodated. In this case, the Lease Agreement plainly establishes a duty to accommodate by both Southwest and the City, and the scope of that duty is determined largely through the interpretation of language which the Lease Agreement itself leaves undefined. Interpreting such language, the district court found - and the court found persuasive - that Southwest owed the duty to accommodate Delta under these circumstances. Accordingly, the court vacated the district court's order terminating the City's motion as moot; rendered judgment granting the City's motion for a preliminary injunction and ordering the accommodation of Delta; and affirmed the district court's denial of a preliminary injunction for Southwest. View "City of Dallas v. Delta Air Lines" on Justia Law

Petitioner appealed the NTSB's final decision affirming the initial decision of the ALJ which upheld the FAA's sixty day suspension of petitioner's air transport pilot certificate. The suspension order stated that petitioner, as pilot-in-command, had filed a flight plan for and operated the flight of N497RC in reduced vertical separation (RVSM) airspace, even though no operator was authorized to do so at the time. The court concluded that the NTSB did not err reversibly in rejecting (1) petitioner's assertion that the ALJ improperly limited his cross-examination of several witnesses and (2) his affirmative defense of reasonable reliance. Therefore, the court affirmed as to those determinations. However, the court held that the NTSB’s decision affirming the ALJ’s rejection of petitioner’s defense of waiver of sanction under the Aviation Safety Report (ASR) procedure was arbitrary and capricious as a matter of law. Accordingly, the court reversed as to those rulings and rendered judgment that petitioner is entitled to waiver of all sanctions - expressly including the sixty day suspension of his air transport pilot certificate - by virtue of his timely compliance with the FAA’s ASR procedure. The court remanded to the NTSB with instructions to expunge its suspension of petitioner’s certificate and to take any other steps that might be required to complete these proceedings. View "Boeta v. FAA" on Justia Law

Plaintiff filed suit against Korean Air claiming that the airline’s failure to place her in the wheelchair that she requested when she booked her flight was an “accident” under Article 17 of the Warsaw Convention. The Warsaw Convention sets forth air carrier liability for a passenger’s injuries if the accident causing the injury took place on board the aircraft, or during the process of embarking or disembarking. The court concluded that the district court was correct in holding that plaintiff’s injuries were not the result of an “accident” under the Warsaw Convention because her failure to be placed in a wheelchair was not an “unexpected or unusual” event. In this case, it would not have been “unexpected or unusual” for Korean Air employees to assume plaintiff simply did not want a wheelchair, and to refrain from tracking her down in the airport to provide her with the same empty wheelchair she just walked past. Because plaintiff did not suffer an “accident” under Article 17, the court need not determine whether the failure to place plaintiff in a wheelchair was a “link in the chain” of causes leading to her injuries. The court affirmed the judgment. View "Nguyen v. Korean Air Lines Co." on Justia Law