Opinion ID: 2461842
Heading Depth: 1
Heading Rank: 7

Heading: Factual Inconsistencies

Text: ¶ 75 Finally, the majority accepts at face value Twin Commander's version of the facts, which is unsupported by or disputed in the record and therefore not appropriate for summary judgment. For example, the majority claims that Twin Commander pursued its investigation of its fleet in apparent open and ongoing communication with the FAA. Majority at 790. While the majority does not cite to the record in support of this contention, I assume it refers to the declaration of Twin Commander's engineering manager during the relevant time period, Pierre DeBruge. CP at 1175-78 (Decl. of Pierre DeBruge). DeBruge states that he worked closely with the FAA during the drafting of SB 235, including by sharing and discussing the information known by Twin Commander about the rudders, rudder tips, and the results of the rudder inspections, and discussing and deciding what actions to take going forward. CP at 1178. But while DeBruge's statements refer to discussion with the FAA about the 2002 and 2003 incidents, as well as reference to disclosure of Twin Commander's observations of wear and tear on its fleet, there is no mention at all of whether Twin Commander discussed with the FAA its observations regarding the similarities between the 1992, 2002, and 2003 incidents. ¶ 76 In addition to questions about whether Twin Commander disclosed its concerns about the similarities between the 1992, 2002, and 2003 incidents, Burton also raises an issue of fact about the extent to which Twin Commander shared with the FAA more recent observations about rudder damage that arose from its inspection of its fleet following the 2003 Georgia accident. Burton points to an April 21, 2003 e-mail from Cousins that noted several reports from service centers about problems with the fleet's rudder assembly, including cracked lower horizontal stabilator ribs. CP at 2199. Burton's expert, Robert Donham, declared that he reviewed the documentation Twin Commander provided to the FAA for approval of SB 235 and that Twin Commander did not advise the FAA that its service centers were reporting cracked lower horizontal stabilator ribs. CP at 1137. In response, Twin Commander relies on the declaration of DeBruge to argue that it discussed with the FAA the information it collected about its fleet from its service centers, which could presumably include the observations about the stabilator ribs but does not necessarily include such information. Suppl. Br. of Pet'r. at 12-13 (citing CP at 1178). This presents a significant factual dispute as to what information Twin Commander did and did not share with the FAA, making the issue of whether Twin Commander knowingly misrepresented, withheld, or concealed information from the FAA inappropriate for summary judgment. ¶ 77 Moreover, apart from disputing whether Twin Commander disclosed this information to the FAA, the parties dispute the nature of the information. Donham believes Cousins misspoke when he wrote that the service centers reported cracked stabilator ribs and that the correct term is stabilizer ribs. CP at 1137. In supplemental briefing, Twin Commander argues that Donham is wrong; stabilator and stabilizer mean two different things, and a stabilator rib has nothing to do with an aircraft's rudder assembly. Suppl. Br. of Pet'r at 11 (citing U.S. Dep't of Transp., FAA, Pilot's Handbook of Aeronautical Knowledge, FAA-H-8083-25A, at 5-2 (2008)). This court is not equipped to rule on a question of fact concerning the finer points of aeronautical engineering. The apparent dispute between the parties regarding the damage observed by the service centers presents yet another reason why summary judgment is inappropriate as to the GARA § 2(b)(1) exception, because it goes to the question of what Twin Commander knew. Nevertheless, the majority accepts Twin Commander's factual assurances as to aircraft mechanics.