Association of Flight Attendants-CWA, AFL-CIO v. Mesaba Aviation, Inc.

350 B.R. 435, 180 L.R.R.M. (BNA) 2734, 47 Bankr. Ct. Dec. (CRR) 24, 2006 U.S. Dist. LEXIS 65450
CourtDistrict Court, D. Minnesota
DecidedSeptember 13, 2006
DocketCEV. 06-3341(MJD)
StatusPublished
Cited by10 cases

This text of 350 B.R. 435 (Association of Flight Attendants-CWA, AFL-CIO v. Mesaba Aviation, Inc.) is published on Counsel Stack Legal Research, covering District Court, D. Minnesota primary law. Counsel Stack provides free access to over 12 million legal documents including statutes, case law, regulations, and constitutions.

Bluebook
Association of Flight Attendants-CWA, AFL-CIO v. Mesaba Aviation, Inc., 350 B.R. 435, 180 L.R.R.M. (BNA) 2734, 47 Bankr. Ct. Dec. (CRR) 24, 2006 U.S. Dist. LEXIS 65450 (mnd 2006).

Opinion

MEMORANDUM OF LAW & ORDER

DAVIS, District Judge.

I.INTRODUCTION

This matter is before the Court on Appellants’ consolidated appeal of the following bankruptcy court orders in In re Mesaba Aviation, Inc., dba Mesaba Airlines, BKY 05-39258 (Bankr.D.Minn.):

1. Order Granting Debtor’s Renewed Motion for Authority to Reject Collective Bargaining Agreements issued on July 14, 2006;
2. The memorialized decision made on the record in court on July 14, 2006;
3. The incorporated Order Denying Debtor’s Motion for Authority to Reject Collective Bargaining Agreements dated May 18, 2006 [Docket No. 613];
4. Order Granting Debtor’s Motion for Order Setting Pre-hearing Schedule, for Protective Order, and for Order in Limine in Connection with Debt- or’s Motion to Reject Collective Bargaining Agreements Pursuant to 11 U.S.C. Section 1113 of February 10, 2006 [Docket No. 397].

This case greatly affects the lives of many people. The cuts proposed by Mesa-ba will force professionals who have dedicated their lives to the airline industry to seek other work. Some will become unemployed; others will join the ranks of the uninsured. They will work too much for too little money. It is a joyless task to participate in the undoing of hard-fought labor agreements and allow hard-working men and women to be underpaid.

Bankruptcy law is draconian to labor unions. Numerous airlines have been in Chapter 11 bankruptcy in the last few years: Aloha Airlines, ATA Airlines, Co-mair, Delta Air Lines, Era Aviation, Hawaiian Airlines, Independence Air, Mesaba Airlines, Northwest Airlines, United Airlines, and U.S. Airways. The results are disastrous for labor. Northwest pilots recently agreed to a pay cut of 24% over a &k year contract. A bankruptcy court has approved imposition of a proposal that Northwest flight attendants claim will lower their take-home pay by up to 40%. This year, Delta’s pilots agreed to a new contract with a 14% pay cut, a concession that followed a 2004 agreement in which Delta’s pilots had already agreed to a 33% wage cut. Unfortunately, these severe compensation cuts are occurring throughout the airline industry.

This Court’s duty is to review the bankruptcy court’s decisions for error. The Court’s review is constrained by the record and by the law.

After a careful review, the Court reverses the bankruptcy court’s decisions with respect to two issues: Mesaba’s refusal to negotiate snap-back provisions and its failure to demonstrate that its Proposals fairly and equitably spread the burden of reorganization among all relevant affected parties, particularly MAIR. It affirms the remainder of the bankruptcy court’s decisions. 1

*444 II. BACKGROUND

A.Mesaba and Its Parent Corporation

Appellee Mesaba Aviation, Inc. (“Mesa-ba”) is a Minnesota corporation and regional airline that serves as a regional airlink partner to Northwest Airlines (“Northwest”). Mesaba transports passengers from outlying airports to Northwest’s three hubs in the Twin Cities, Detroit, and Memphis.

Mesaba is a wholly-owned subsidiary of MAIR Holdings, Inc. (“MAIR”), a publicly traded company. Ninety-five percent of MAIR’s revenues are generated from Me-saba. However, MAIR does own another airline, Big Sky Transportation Co. From October 2003 to October 2005, Mesaba transferred approximately $40 million to MAIR. As of December 31, 2005, MAIR had $75.5 million in cash and $27.8 million in liquid, short-term investments.

Northwest owns 27.5% of MAIR’s issued and outstanding common stock and owns warrants to purchase, subject to vesting requirements, over 4 million additional shares. Northwest has the right to veto the chief executives of both MAIR and Mesaba.

Since 1996, Mesaba has flown exclusively for Northwest. Mesaba has flown two principal types of aircrafts: 34-seat Saab 340 turbo-prop airplanes (“Saabs”) and 69-seat, four-engine Avro regional jets (“ARJs” or “Avros”). Mesaba and Northwest had two separate Airline Services Agreements (“ASAs”) that governed their relationship.

After September 11, 2001, Mesaba’s profits fell, and its operating margins or earnings before interest and taxes (“EBIT”) margins fell to 3.03% in 2003 and 2.47% in 2004.

B. Northwest-Mesaba Contract

On August 29, 2005, Northwest and Me-saba entered into a ten-year contract (the “Omnibus ASA”) covering three types of aircrafts: the Saabs, the Avros, and Cana-dair Regional Jets (“CRJs”). In September 2005, Mesaba had a fleet of 100 aircraft: 35 Avros, 63 Saabs, and 2 CRJs. It expected to add 13 more CRJs under the Northwest contract.

While negotiating the Omnibus ASA, Mesaba thought that Northwest might file for bankruptcy. Based on testimony before it, the bankruptcy court made the credibility determination that Mesaba and MAIR believed that, even in bankruptcy, Northwest would honor the Omnibus ASA. In a separate agreement between Northwest and MAIR, MAIR provided inducement for Northwest to enter the Omnibus ASA by reducing the exercise price on Northwest’s existing warrants to purchase MAIR stock and by agreeing to infuse $31.7 million as a one-time capital contribution to Mesaba. On September 7, 2005, MAIR made its $31.7 million capital contribution to Mesaba.

C. Northwest and Mesaba Bankruptcies

On September 14, 2005, Northwest filed for bankruptcy and then defaulted on $38.7 million in payments owed to Mesaba. Me-saba later offset $8.7 million of its own obligations to Northwest against these liabilities. Northwest made clear that, by the end of 2006, Mesaba’s fleet would be reduced to only 49 Saabs. Additionally, Mesaba would have to reduce the price it charged Northwest under the Omnibus ASA. On October 13, 2005, Mesaba filed a voluntary petition for relief under Chapter 11 of the United States Bankruptcy Code.

*445 D. Mercer Model

Mesaba hired Mercer Management Consultants (“Mercer”) to analyze Mesaba’s options in the face of Northwest’s bankruptcy. Working with Mesaba, Mercer created the Mercer Model, a multi-variable electronic spreadsheet designed to project Mesaba’s financial performance.

On December 2, 2005, Mesaba developed a new business plan, based on the Mercer Model, that projected revenues and expenses over a term of fiscal years. Based on the financial model developed by Mercer, Mesaba concluded that it would need a target 8% EBIT margin by fiscal year 2012 to attract debtor-in-possession (“DIP”) financing or exit financing and emerge from Chapter 11 as a viable business. The Mercer Model and business plan assumed that Mesaba would only have a fleet of 49 Saabs and that it would need to grant a 5% rate reduction on the Saabs to retain Northwest’s business. Based on these assumptions, Mesaba would need to cut operating expenses by $66.4 million per year in order to have an 8% EBIT margin.

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350 B.R. 435, 180 L.R.R.M. (BNA) 2734, 47 Bankr. Ct. Dec. (CRR) 24, 2006 U.S. Dist. LEXIS 65450, Counsel Stack Legal Research, https://law.counselstack.com/opinion/association-of-flight-attendants-cwa-afl-cio-v-mesaba-aviation-inc-mnd-2006.