Alaska Marine Pilots v. Hendsch

950 P.2d 98, 1997 Alas. LEXIS 171, 1997 WL 763058
CourtAlaska Supreme Court
DecidedDecember 12, 1997
DocketS-6729, S-6939 and S-6979
StatusPublished
Cited by21 cases

This text of 950 P.2d 98 (Alaska Marine Pilots v. Hendsch) is published on Counsel Stack Legal Research, covering Alaska Supreme Court primary law. Counsel Stack provides free access to over 12 million legal documents including statutes, case law, regulations, and constitutions.

Bluebook
Alaska Marine Pilots v. Hendsch, 950 P.2d 98, 1997 Alas. LEXIS 171, 1997 WL 763058 (Ala. 1997).

Opinion

OPINION

CARPENETI, Justice pro tem.

I. INTRODUCTION

These appeals follow from a lawsuit brought by Robert Hendseh against Boyd Enterprises and Alaska Marine Phots. All three parties appeal various trial court decisions and aspects of the jury verdict.

II. FACTS AND PROCEEDINGS

In 1988, Boyd Enterprises, d/b/a Alaska Marine Pilot Dispatch Services, and Robert Hendseh made an agreement that provided that Boyd Enterprises would dispatch Hendseh as a marine pilot 1 in western Alaska. Boyd Enterprises dispatched licensed pilots in western Alaska, assigning available pilots to particular ships as needed.

Boyd Enterprises assigned Hendseh to piloting jobs in 1988 and 1989. In September 1989, Boyd Enterprises informed Hendseh that because of difficulties between Hendseh and other pilots and customers of Boyd Enterprises, the organization would not use him as a pilot in 1990. But after discussions with Hendseh, Boyd Enterprises changed its position and agreed to dispatch Hendseh. Hendseh and Robert Boyd, on behalf of Boyd Enterprises, signed a contract that ran from September 1, 1989 to September 1, 1990.

Hendseh was not scheduled to work in December 1989 or January 1990. In January 1990, Hendseh contacted James Black-more, president of ALAMAR, a major Boyd Enterprises customer, and told him that Boyd Enterprises had serious financial problems caused by mismanagement. Hendseh asked Blaekmore if ALAMAR would support someone else running the pilot dispatch operation. ALAMAR was Boyd Enterprises’ best client, accounting for forty to fifty percent of its business. Blaekmore told Robert Boyd of Hendsch’s allegations on February 13.

Robert Boyd testified that he terminated Hendseh immediately after hearing from Blaekmore. The stated basis for the termination was Boyd Enterprises’ projected work requirements and Hendsch’s contact with ALAMAR. The contract between Boyd Enterprises and Hendseh allowed either party to terminate the contract on thirty days’ notice.

Hendseh testified that he received a fax in Seattle on February 13 from Boyd telling him to delay his departure to Dutch Harbor and received a termination letter on February 14.

In 1990, Hendseh worked as a captain with Coastal Transportation. In 1991, Hendseh worked as a master of a fishing vessel for Trident Seafoods. In March 1991, Hendseh injured his foot on the vessel while working for Trident but continued working until July 1991. In August 1991, Hendseh was injured in a car crash. In March 1992, Hendseh had surgery on his injured foot. Hendseh filed lawsuits as a result of both the foot injury and the car crash. Robert Boyd, Boyd Enterprises (Boyd defendants 2 ), and Alaska Marine Pilots 3 claim that they did not know of Hendsch’s past injuries and lawsuits until “just before trial.”

In 1991, the Alaska legislature revised the marine piloting statutes. The new statutes *102 required the Alaska Board of Marine Pilots (Board) to establish pilotage regions in the state and criteria for recognizing regional marine phot organizations. See AS 08.62.040(a)(4) (A and C). Licensed marine pilots were permitted to form regional pilot associations under regulations established by the Board. See AS 08.62.175. As a result of these changes, Boyd Enterprises dissolved in December 1991, and the marine pilots who had contracted with Boyd Enterprises formed a new regional organization under AS 08.62.175. The new organization was called Alaska Marine Pilots (AMP). While AMP involved the same pilots, it had a different structure and governing rules than Boyd Enterprises.

In January 1992, Hendsch filed a complaint against Robert Boyd and Boyd Enterprises that alleged a breach of the 1989 employment contract and breach of the covenant of good faith and fair dealing, and requested a partnership accounting. Hendsch contended that Boyd breached the contract by firing him unilaterally and without notice on February 14,1990. Boyd filed an answer on February 28, 1992. The case was assigned to the fast track calendar under Alaska Civil Rule 16.1.

In February 1992, Hendsch applied for membership in AMP. AMP initially took no action on Hendseh’s application, claiming that the Board was still reviewing AMP’s request for recognition as a regional organization. AMP wrote to Hendsch and explained the reasons for its lack of attention to his application on March 10, 1992. Two AMP members, Captains Moreno and Garay, reviewed Hendseh’s application on behalf of the organization. Another unnamed pilot told them there could be a problem with the Coast Guard piloting endorsements that allowed Hendsch to hold a state license. The anonymous pilot alleged that the endorsements may have been based on false information. Hendsch claims that these anonymous allegations were in regard to trips he made in 1987, and that in 1988 the Coast Guard investigated and found no merit to these claims. 4

Captains Moreno and Garay then obtained Hendsch’s Coast Guard file to continue their investigation. Moreno and Garay concluded that it would have been physically impossible for Hendsch to have made all the trips he claimed. AMP claims that the trip requirements ensure that a pilot has the minimum necessary expertise to pilot a ship safely in a given area. AMP contends that the discrepancies raised serious doubts about Hendsch’s qualifications to be a pilot.

On April 24, 1992, Hendsch again requested admission to AMP. In June 1992, Hendsch’s then-attorney, R.J. Smith, met with Captains Moreno and Garay, as well as AMP’s attorney David Millen, to discuss the pending membership application. AMP told Smith of the problems with Hendsch’s application. Smith testified that AMP representatives told him that if Hendsch withdrew his application request, they would not report their suspicions about Hendsch’s license to the state. AMP told Smith that if Hendsch continued to pursue his application, AMP would be forced to deny it and report its suspicions to state authorities. 5 Millen disputed Smith’s version of what occurred at the meeting, characterizing AMP’s position as simply notifying Hendsch that if he continued to press his application it would be denied, and that if he then appealed to the Board and the Board asked AMP for justification, AMP would have no choice but to give its reasons for the denial: its belief that Hendsch had falsified his records.

Hendsch did not withdraw his application, and AMP rejected it on July 29, 1992. Hendsch appealed the rejection to the Board, which began its own investigation. At the Board’s request, AMP reported its suspicions about Hendsch’s endorsements. Hendsch’s pilot license expired in December 1992. At *103 the time of trial it had not been renewed. Also at the time of trial, the renewal of Hendseh’s federal license was delayed while the Coast Guard investigated Hendsch’s endorsements.

In December 1992, Hendsch’s lawsuit against Boyd Enterprises was transferred to the inactive calendar.

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Bluebook (online)
950 P.2d 98, 1997 Alas. LEXIS 171, 1997 WL 763058, Counsel Stack Legal Research, https://law.counselstack.com/opinion/alaska-marine-pilots-v-hendsch-alaska-1997.