Justia Transportation Law Opinion Summaries

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

Several individuals died in a 2015 small aircraft accident in Georgia, including the pilot and three passengers. The plaintiffs, representing the victims and their estates, brought claims in 2017 against Avco Corporation and its division, Lycoming Engines, which manufactured the aircraft’s engine, as well as against companies that performed maintenance on the engine. The claims included strict liability, negligence, fraud, breach of warranties, and other theories. Over time, all defendants except Avco were voluntarily dismissed from the suit.The Superior Court in Buncombe County was assigned the case as exceptional. In 2022, the court granted Avco summary judgment on all claims except negligent failure to warn, finding a genuine issue of material fact as to whether Avco had misrepresented or withheld information from the Federal Aviation Administration, which could trigger an exception to the statute of repose under the General Aviation Revitalization Act of 1994 (GARA). Avco moved for reconsideration, which the trial court denied in 2024, reaffirming that the question of whether Avco knowingly concealed required information should go to the jury.Avco appealed this interlocutory order to the North Carolina Court of Appeals. The Court of Appeals dismissed the appeal, presumably for lack of appellate jurisdiction over an interlocutory order. Avco then sought review in the Supreme Court of North Carolina.The Supreme Court of North Carolina held that the Court of Appeals erred in dismissing the appeal. The Supreme Court clarified that an interlocutory order denying a statute of repose defense, such as GARA, affects a substantial right because it grants immunity from suit—not merely from liability—and thus is immediately appealable. The Court overruled contrary Court of Appeals precedent and reversed and remanded for the Court of Appeals to address the merits of Avco’s claim to statutory immunity. View "Byrd v. Avco Corp" on Justia Law

A commercial air tour operator, who had previously conducted flights over Bandelier National Monument under interim authority, challenged a final order issued by the Federal Aviation Administration and the National Park Service. This order established an Air Tour Management Plan (ATMP) for Bandelier National Monument, prohibiting all commercial air tours over the site. The agencies’ process included public comment, environmental assessment, and extensive consultation with Native American tribes, who strongly objected to air tours due to cultural and privacy concerns. The operator argued that his flights were minimally intrusive, carefully routed, and brief, and that banning them would negatively impact safety and his business.The agencies initially considered various alternatives, including allowing limited air tours or maintaining previous operations, but ultimately concluded that any commercial air tour flights would create unacceptable impacts to Bandelier’s natural and cultural resources and visitor experience. The agencies’ environmental assessment under the National Environmental Policy Act (NEPA) found no significant impacts for NEPA purposes, but their record of decision emphasized significant adverse impacts to tribal cultural resources under the National Parks Air Tour Management Act (NPATMA).Upon petition for review, the United States Court of Appeals for the Tenth Circuit reviewed the agency action under the Administrative Procedure Act’s “arbitrary and capricious” standard and de novo for statutory interpretation, as required by recent Supreme Court precedent. The court held that NPATMA and NEPA use different significance standards, and that the agency’s path to finding significant adverse impacts under NPATMA was reasonably discernible in the record. The court also rejected the petitioner’s additional statutory and constitutional challenges, finding them either unexhausted or inadequately briefed. The Tenth Circuit denied the petition for review. View "Adams v. FAA" on Justia Law

A pilot employed by a cargo airline was on a personal trip abroad when his employer, Amerijet International, selected him for a random drug test and requested that he appear for testing in Seattle on the same day. The pilot was unable to comply due to his location and a medical issue. The airline determined that he had refused the test, reported this to the Federal Aviation Administration (FAA), and subsequently terminated his employment. The FAA corresponded with the pilot, initially investigating the matter and ultimately informing him that, while it was not taking enforcement action against his certificates, he would be subject to return-to-duty requirements because of the refusal determination, and the test refusal would be reported to the Pilot Records Database.The pilot challenged these consequences, arguing that the FAA had not independently reviewed the employer’s determination that he refused the test. The FAA responded that test-refusal determinations were made solely by the employer, not by the agency, and that the FAA did not review such determinations. The case came before the United States Court of Appeals for the District of Columbia Circuit on the pilot’s petition for review of the FAA’s actions.The Court of Appeals held that the FAA’s internal guidance, specifically its Drug and Alcohol Compliance and Enforcement Surveillance Handbook, plausibly requires the FAA to independently review an employer’s test-refusal determination. The court interpreted the Handbook to require such review, partly to avoid serious constitutional concerns that would arise if the FAA entirely delegated this authority to private employers without oversight. Because the FAA conceded that it did not conduct any review, the court found the agency’s actions to be arbitrary and capricious for departing from its own procedures. The court granted the petition in part, remanding the case to the FAA for further review consistent with its opinion. View "Paul v. FAA" on Justia Law

This case concerns the Transportation Security Administration’s issuance of an emergency amendment that required certain airport operators to incorporate specific cybersecurity measures and controls into their airport security programs. The amendment, issued in March 2023, responded to increasing cyber threats to the aviation sector, including ransomware and foreign cyberattacks. Under the amendment, airports were required to identify critical systems, submit a cybersecurity implementation plan, and assess their effectiveness annually. The Spokane Airport Board, which operates Spokane International Airport, objected to the amendment on both procedural and substantive grounds.After the amendment was issued, the Spokane Airport Board petitioned the TSA for reconsideration, raising various objections. The TSA denied these petitions, upholding the emergency amendment. Spokane then filed a timely petition for review with the United States Court of Appeals for the District of Columbia Circuit, as provided by statute.The United States Court of Appeals for the District of Columbia Circuit reviewed the TSA’s order under the standards of the Administrative Procedure Act, specifically considering whether it was arbitrary, capricious, or contrary to law. The court held that it lacked jurisdiction to review arguments not properly raised before the TSA, as required by statute. The court found that the objections Spokane did properly exhaust were meritless. It concluded that the TSA possesses broad statutory authority to regulate aviation security—including cybersecurity—in response to threats. The court also found that the emergency amendment was consistent with TSA regulations and was not arbitrary or capricious. Accordingly, the court denied Spokane’s petition for review, leaving the TSA’s emergency cybersecurity amendment in effect. View "Spokane Airport Board v. TSA" on Justia Law

Ronald B. Panting, an independent contractor serving as a Designated Pilot Examiner (DPE) for the FAA, was conducting a pilot certification checkride for Michael Trubilla in a plane rented from the LeMay Aero Club, a government-affiliated organization. Both men died when the plane crashed during the checkride. Five days prior to the accident, Ronald signed a covenant not to sue the government for injuries sustained while participating in Aero Club activities, applicable to himself and his estate. His spouse, Lynne D. Panting, sued the United States under the Federal Tort Claims Act, alleging negligent maintenance of the aircraft.The United States District Court for the District of Nebraska denied the government’s motion for summary judgment, ruling the covenant not to sue was void as against public policy under Nebraska law. The court did not address Lynne’s alternative argument that the covenant did not apply to Ronald’s activities as a DPE on the day of the crash. Following a bench trial, the district court found the government negligent and entered judgment for Lynne, awarding damages. The government appealed, challenging the district court’s decision regarding the covenant’s validity.The United States Court of Appeals for the Eighth Circuit held that it had jurisdiction to review the denial of summary judgment because the enforceability of the covenant was a purely legal issue. Applying Nebraska law, the appellate court determined the covenant was neither clearly repugnant to public policy nor the product of disparate bargaining power, and that the Aero Club did not provide a public or essential service. The Eighth Circuit reversed the district court’s judgment and remanded for consideration of whether the covenant covered Ronald’s activities as a DPE, and for further proceedings as appropriate. View "Panting v. United States" on Justia Law

D S Avionics Unlimited LLC owned a 1964 Piper PA-30 aircraft, which was insured under a policy issued by U.S. Specialty Insurance Company for the period between June 27, 2014, and June 27, 2015. In November 2014, DSA delivered the aircraft to a mechanic for maintenance at an Omaha airport. After a dispute between the mechanic and the airport owner, the mechanic was locked out of the hangar, and the aircraft was moved outside. When DSA attempted to retrieve the aircraft, a truck blocked its removal, and the airport owner refused to move it until storage fees were paid. The aircraft subsequently disappeared from view, and the airport owner informed authorities and the insurer that he was holding the aircraft pending payment. DSA reported the aircraft stolen and submitted a claim to USSIC, which was denied.USSIC filed suit in the District Court for Douglas County, Nebraska, seeking a declaration of noncoverage. DSA counterclaimed for breach of contract and bad faith. Both parties moved for summary judgment. The district court ruled in favor of USSIC, finding that DSA’s claim was not covered because there was no “accident” under the policy and that the Conversion Exclusion applied. The court also found that DSA failed to prove damages and that USSIC had an arguable basis for denial. DSA appealed, and the matter was moved to the Nebraska Supreme Court’s docket.The Nebraska Supreme Court held that DSA’s claim was within the policy’s coverage for “direct physical loss” caused by an “accident,” as defined by the policy. The court found that the airport owner’s actions constituted an “accident” from DSA’s perspective and that the Conversion Exclusion did not apply, as conceded by USSIC. The Supreme Court reversed the district court’s order and remanded for further proceedings regarding USSIC’s alleged bad faith and any damages due to DSA. View "U.S. Specialty Ins. Co. v. D S Avionics" on Justia Law

Several commercial air tour operators challenged federal regulations that banned all commercial air tours over Mount Rushmore National Memorial and Badlands National Park. The dispute arose after the Federal Aviation Administration (FAA) and the National Park Service, in response to statutory requirements and litigation, issued air tour management plans (ATMPs) in 2023 that prohibited such tours, citing negative impacts on visitor experience, wildlife, and tribal cultural resources. The operators argued that the agencies’ actions were arbitrary and capricious, violated the National Environmental Policy Act (NEPA), and failed to consider reasonable alternatives or aviation safety.Previously, the agencies had attempted to negotiate voluntary agreements with the tour operators, as permitted by the Air Tour Management Act. However, after one operator declined to participate, the agencies shifted to developing ATMPs. This change was influenced by a writ of mandamus issued by the United States Court of Appeals for the District of Columbia Circuit in In re Public Employees for Environmental Responsibility, which compelled the agencies to bring certain parks into compliance with the Act. The agencies then considered several alternatives before ultimately banning all commercial air tours in the final plans.The United States Court of Appeals for the Eighth Circuit reviewed the petitions for review filed by the tour operators. The court held that the agencies’ decision to end voluntary agreement negotiations and proceed with ATMPs was not arbitrary or capricious. It further found that the agencies complied with NEPA’s procedural requirements, used reasonable data, considered an adequate range of alternatives, and sufficiently addressed aviation safety concerns. The court concluded that the agencies’ decisions were reasonable and reasonably explained, and therefore denied the petitions to vacate the air tour management plans. View "Badger Helicopters Inc. v. FAA" on Justia Law

Defendants Jibril Adamu and Jean-Claude Okongo Landji were involved in an international narcotics trafficking conspiracy, using a private aircraft to transport cocaine from South America to Africa and Europe. Landji owned an aviation charter business and Adamu was his co-pilot. They were arrested in Croatia in 2018 after flying a test shipment of cocaine. Their cell phones, containing incriminating evidence, were seized. Both defendants were extradited to the United States and charged with conspiracy to distribute and possess with intent to distribute cocaine.The United States District Court for the Southern District of New York convicted both defendants following a jury trial. They were sentenced to 120 months’ imprisonment and five years’ supervised release. The defendants appealed, arguing that the government lacked jurisdiction under 21 U.S.C. § 959, violated their Sixth Amendment rights by using privileged information, and erred in admitting data extracted from their cell phones.The United States Court of Appeals for the Second Circuit reviewed the case. The court held that 21 U.S.C. § 959 applies extraterritorially, affirming the government’s jurisdiction. It also found no Sixth Amendment violation, as the district court correctly determined that the government did not use privileged information in its prosecution. The court concluded that the cell phone data was properly authenticated and its admission did not violate the Confrontation Clause. The court noted that any potential error in admitting the cell phone data was harmless given the overwhelming evidence of guilt.The Second Circuit affirmed the judgment of the district court, upholding the convictions and sentences of both defendants. View "United States v. Adamu" on Justia Law

Axalta Coating Systems LLC ("Axalta") provided a can of flammable paint to FedEx for air shipment. The paint spilled during transit due to a loose lid. The Federal Aviation Administration (FAA) filed an administrative complaint alleging Axalta failed to package the paint according to the Hazardous Materials Regulations (HMR). An Administrative Law Judge (ALJ) found Axalta in violation and imposed a $1,900 penalty, which the FAA Administrator affirmed. Axalta petitioned for review, arguing the administrative adjudication violated the Seventh Amendment's jury trial guarantee, referencing the Supreme Court's decision in SEC v. Jarkesy.The ALJ denied Axalta's motion to dismiss the complaint and a motion to disqualify the ALJ. After a hearing, the ALJ concluded Axalta violated 49 C.F.R. § 171.2(e) and 49 C.F.R. § 173.24(b)(1), assessing a $1,900 penalty. Axalta appealed, and the FAA cross-appealed for a higher penalty. The Administrator affirmed the ALJ's decision. Axalta then petitioned the United States Court of Appeals for the Third Circuit for review.The Third Circuit held that the administrative adjudication did not violate the Seventh Amendment. The court distinguished the case from Jarkesy, noting that the HMR's technical standards were not derived from common law, unlike the securities fraud provisions in Jarkesy. The court concluded that the FAA's enforcement action was a public right that could be adjudicated administratively without a jury. The court also rejected Axalta's additional arguments, including claims of unconstitutional delegation of legislative power, improper ALJ appointment, statute of limitations issues, and due process violations. The petition for review was denied. View "Axalta Coating Systems LLC v. Federal Aviation Administration" on Justia Law