American Eagle Insurance Co. v. Nettleton

932 S.W.2d 169, 1996 WL 417157
CourtCourt of Appeals of Texas
DecidedSeptember 11, 1996
Docket08-94-00359-CV
StatusPublished
Cited by37 cases

This text of 932 S.W.2d 169 (American Eagle Insurance Co. v. Nettleton) is published on Counsel Stack Legal Research, covering Court of Appeals of Texas primary law. Counsel Stack provides free access to over 12 million legal documents including statutes, case law, regulations, and constitutions.

Bluebook
American Eagle Insurance Co. v. Nettleton, 932 S.W.2d 169, 1996 WL 417157 (Tex. Ct. App. 1996).

Opinion

OPINION

BARAJAS, Chief Justice.

This is an appeal from a summary judgment in favor of Appellee. In an earlier suit, Appellee, as an assignee of Appellant’s insureds, obtained a judgment against them. Appellee then sued Appellant to recover the judgment and statutory penalties. We reverse and remand.

I. SUMMARY OF THE EVIDENCE

A The Crash

On January 28, 1990, Appellee’s husband, John J. Collins, died in the crash of an airplane piloted by Philip C. Barrett and owned by West Texas Air Museum in El Paso, Texas. After taking off from West Texas Airport, Barrett passed the controls to Collins, a prospective buyer for the airplane and himself a pilot. After Collins commenced into a gentle left turn, the engine stopped. At this point, Barrett regained control of the plane and attempted to land it in a nearby gravel pit. However, there were obstructions near the pit and the plane crashed, killing Collins.

The National Transportation Safety Board (“NTSB”) investigated the crash and did not provide a definite statement as to the cause of the crash. The following accounts are from the NTSB’s brief on the accident:

—Narrative—
The engine lost power shortly after liftoff and the pilot made a forced landing in a gravel pit, intentionally stalling the airplane to obtain the lowest possible landing speed. The airplane had a STC for and was being operated on automotive gasoline. Residual fuel and debris were noted in the main fuel tank. The filter screen was estimated to be 20% blocked by san (sic) and debris. Some water was found in the fuel. The carburetor needle valve was found to be binding. It had a flat spot on one side, allowing fuel to flood the bowl. The # 1 spark plug was inoperative. The # 3 plug was oil soaked. All plugs and the exhaust pipe had carbon deposits. Two days before the accident, an airport worker started the engine and it ran for a short period of time before it stopped. No reason was given for the stoppage, and there was no evidence that it was investigated further. The airplane was not equipped with shoulder harnesses.
—Probable Cause—
The National Transportation Safety Board determines the Probable Cause(s) of this accident was:
Power loss due to failure of the carburetor assembly and the pilot’s failure to correct known deficiencies. Factors were contaminated fuel, partially blocked fuel screen, fouled spark plugs, the rough terrain, and the lack of shoulder harnesses.

Appellee filed suit against Barrett, the Museum, and the Airport (“the Barrett defendants”) in September 1990, asserting claims for wrongful death on her own behalf and Collins’ survival claims on behalf of his estate. Appellee’s suit alleged causes of action for negligence and gross negligence.

B. The Insurance Policy

When the fatal crash occurred, the Barrett defendants were covered under Appellant’s General Liability Airport Policy, which insured them against all sums up to $1,000,000 which the insured shall become legally obligated to pay as damages because of bodily injury or property damage and arising out of the sale of aviation fuel and oil. This policy specifically excluded liability for “bodily injury or property damage arising out of the ownership, maintenance, operation, use, loading or unloading of (1) any ... aircraft owned or operated by or rented or loaned to any insured, or (2) any other ... aircraft operated by any person in the course of his employment by any insured.”

After reviewing the allegations contained in Appellee’s petition, Appellant concluded that, based on the policy provisions, no cover *171 age existed. Accordingly, Appellant denied coverage and opted not to defend the Barrett defendants in the suit. However, in July 1992, after receiving the NTSB reports, Ap-pellee filed her second amended petition, alleging in the alternative that the Barrett defendants “negligently provided contaminated aviation fuel which was in the airplane at the time of the crash.”

The amended petition included both covered and uncovered claims against the Barrett defendants. For this reason, Appellant offered to defend its insureds under a reservation of rights, asking them to acknowledge its request to reserve all policy rights and conditions. The Barrett defendants declined the reservation of rights, requesting an unconditional defense. Appellant then offered the Barrett defendants a supposed uncontrolled defense by paying the defense costs incurred by the counsel of their choice. 1 The Barrett defendants rejected Appellant’s conditions for a defense and retained counsel to try the case for them.

C.The Covenant Not to Execute and Assignment of Claims

Two weeks before trial, Appellee and the Barrett defendants executed an Assignment of Claims and Covenant Not to Execute (“the covenant”). The covenant provided that as a condition precedent to effectiveness of the agreement, a final judgment must be entered in favor of plaintiffs against one or more of the Barrett defendants at the non-jury trial of the case. The covenant further provided that “if a judge or jury determines, in this or any other proceeding, that no insurance coverage existed ... Plaintiffs take nothing against the assets of the Barrett defendants not otherwise assigned herein....” 2

D.The Damages Case

' Appellee’s suit against the Barrett defendants was tried in open court on February 24, 1994. The Barrett defendants called no witnesses and failed to offer any evidence regarding the cause of the crash other than fuel contamination. 3 The trial court rendered judgment for plaintiff, awarding actual damages in the amount of $612,800.80 after deduction of all statutory credits. 4 In its findings of fact and conclusions of law, the trial court determined that the storage, sale, handling, and distribution of the contaminated aviation fuel was 90 percent of the cause of the crash, Collins’ death, and plaintiff’s damages.

E.The Instant Suit

Before the trial of the damages case commenced, Appellant represented to Appellee that it was willing to pay that percentage of any judgment attributable to covered claims. After the trial, Appellee demanded that Appellant pay the judgment, which Appellant refused to do.

On April 20, 1994, Appellee filed suit against Appellant, Aviation Office of America, Inc., and Aviation Adjustment Bureau, Inc., seeking to enforce the judgment in the prior damages suit. Appellee also filed claims for breach of contract, bad faith, *172 promissory estoppel, fraud, and breach of the duty of good faith and fair dealing. Appellee moved for summary judgment against Appellant only, which the trial court granted, severing the claim seeking to enforce the prior damages judgment from the remaining claims.

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Cite This Page — Counsel Stack

Bluebook (online)
932 S.W.2d 169, 1996 WL 417157, Counsel Stack Legal Research, https://law.counselstack.com/opinion/american-eagle-insurance-co-v-nettleton-texapp-1996.