Bailey v. United Airlines, Inc.

101 F. Supp. 2d 311, 2000 U.S. Dist. LEXIS 8072, 88 Fair Empl. Prac. Cas. (BNA) 16, 2000 WL 764908
CourtDistrict Court, E.D. Pennsylvania
DecidedJune 13, 2000
DocketCivil Action 97-5223
StatusPublished
Cited by4 cases

This text of 101 F. Supp. 2d 311 (Bailey v. United Airlines, Inc.) is published on Counsel Stack Legal Research, covering District Court, E.D. Pennsylvania primary law. Counsel Stack provides free access to over 12 million legal documents including statutes, case law, regulations, and constitutions.

Bluebook
Bailey v. United Airlines, Inc., 101 F. Supp. 2d 311, 2000 U.S. Dist. LEXIS 8072, 88 Fair Empl. Prac. Cas. (BNA) 16, 2000 WL 764908 (E.D. Pa. 2000).

Opinion

MEMORANDUM

LOWELL A. REED, Jr., Senior District Judge.

Plaintiff James Bailey (“Bailey”) initiated this lawsuit, claiming he was terminated in violation of the Age Discrimination in Employment Act of 1967 (“ADEA”), 29 U.S.C. § 621 et seq. Presently before the Court is the motion of defendant United Airlines, Incorporated (“United”) for summary judgment (Document No. 33), and the response and replies thereto. Because this suit is premised on a violation of the ADEA, this Court has original jurisdiction pursuant to 28 U.S.C. § 1331. For the reasons set forth below, the motion will be granted.

I. Background 1

For most of his career as a commercial airline pilot, Baily worked for Pan Ameri *312 can World Airways (“Pan Am”). In 1991, after Pan Am declared bankruptcy, United purchased certain of Pan Am’s South American routes. As part of that purchase, United agreed to hire a number of former Pan Am employees to operate those particular routes without requiring them to be subjected to a physical examination. As a result, Bailey was invited to seek employment with United. Bailey was 59 years old when United hired him in October of 1992.

Based upon his seniority, Bailey was able to bid for a first officer (co-pilot) position. To fly as a first officer for United, Bailey was required to pass United’s first officer training. He passed the training in November of 1992.

Bailey turned sixty years old on March 5, 1993, approximately four months after completing his first officer training at United. Federal Aviation Regulations provide that “[n]o person may serve as a pilot on an airplane ... if that person has reached his 60th birthday.” 14 C.F.R. § 121.383(c). Accordingly, United notified Bailey that he was no longer qualified to work as a first officer. Bailey was, however, given the opportunity to bid for a position as a second officer or flight engineer, a non-flying position, upon the successful completion of the transition training required by United. Bailey had good reason to believe that he could continue his career as a second officer. During the years 1992-1997, 577 out of 584, approximately ninety-nine percent (99%), of United pilots who turned sixty and sought to continue with United as second officers satisfactorily completed second officer training.

The second officer training is a multi-week training consisting of a combination of ground school classroom work and participation in aircraft simulator periods. After a probationary second officer candidate completes this preliminary training, he or she takes an both an oral and written exam as well as a simulator “check ride” which is the final test designed to present the candidate with various real-life flying conditions. When a candidate fails a certification check, requires excessive additional training, or appears unsuitable for employment, a Board of Review (“Board”) is convened to consider what remedial action, up to and including discharge of the candidate, should be taken.

Bailey began the DC-10 probationary second officer training in April of 1993. An April 16th evaluation rates Bailey’s technical ability as 2 — “needs improvement.” (Plaintiffs Memorandum of Law in Opposition to Motion for Summary Judgment of Defendant United Airlines, Inc. (“Pit Mem.”), Exh. 18). The evaluator, James Grimm, also commented that Bailey was “not able to perform cockpit setup or SOPs.” (Id.). The authenticity of this evaluation has been challenged by Bailey. 2 Bailey has submitted a different evaluation form dated April 16, 1993, and signed by Grimm. (Id. at Exh. 19). At his deposition, Grimm first denied that he completed any evaluation other than the one in Bailey’s personnel file. However, he conceded that another evaluation form existed when confronted with a copy of a “secreted” evaluation. Nevertheless, United points out that both evaluations rated Bailey’s technical ability as “needs improvement.” The only apparent discrepancy between the two evaluations is the comment: the “secreted” evaluation states “performance of normal SOP is done with uncertainty and slowness which led to items not be [sic] completed.” (Id.).

An April 27th evaluation rates Bailey’s technical ability as 2.5, somewhere between “needs improvement” and “standard.” In most of the behavioral categories, Bailey received a rating of 3 (“standard”). Bailey did receive a 2 (“needs improvement”) in the area of planning/organization and a rating of a 4 (“above standard”) in “objectivity/motiva *313 tion/industry.” The evaluator, W.J. Pier-son, also commented that Bailey “has worked incredibly hard to master the DC-10, and he’ll be a fine second officer for [United].” (Pit Mem., Exh. 14).

The simulator training records for Bailey from April 20 through April 29 reflect that in on most days and in most of the executing standard operating procedures (“SOP”) categories, Bailey received a rating of 3 (“Average”) on a scale of 1 (“Unsatisfactory”) to 5 (“Excellent”). Bailey did, however, receive a number of l’s and a few 2’s. Comments were made on those areas where Bailey received less than a rating of 3. Most of Bailey’s difficulties had to do with ground operations. The April 23rd entry reads “[ejxtremely slow and unsure of proper techniques during nonstandard and unusual operations.” Similarly, the April 27 entry reads “Jim is still slow and appears unsure of how to deal with unusual or irregular problems during all phases of ground operations” and “with respect to ground systems and set-up, Jim was not up to speed on systems.” The last entry on April 28th reads “[a]gain, not quite up to speed on system.” (Defendant United Air Lines [sic], Inc.’s Memorandum of Law in Support of Its Renewed Motion for Summary Judgment (“Def.Mem.”), Exh. 8).

On April 30, 1993, Bailey failed his simulator check ride. Bailey’s instructor, Joe Onodera, noted that Bailey failed to perform SOPs and to handle emergencies or critical irregularities, needed additional training in “engine start problems” and “pneumatic system” and recommended at least two additional periods in the simulator. (Def.Mem., Exh. 10). Onodera informed Bailey immediately after the check ride that Bailey did not pass. (Def. Mem, Exh. 1, Deposition Testimony of James Bailey, at 113). According to Bailey, he was quite upset at having failed the test because he was on probation. (Id.). Bailey also called Joe Pierson, another instructor, and told Pierson that he did not pass the check ride. (Id. at 114). Bailey was told after failing the test that United “would probably hold a Board of Review,” although Bailey maintains that he was initially given assurances that he would be provided additional simulator training and another check ride. (Id. at 113-14 and 120). Knowing that some action would be taken but confident that he would be given another chance, Bailey returned home to Pennsylvania for the weekend.

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101 F. Supp. 2d 311, 2000 U.S. Dist. LEXIS 8072, 88 Fair Empl. Prac. Cas. (BNA) 16, 2000 WL 764908, Counsel Stack Legal Research, https://law.counselstack.com/opinion/bailey-v-united-airlines-inc-paed-2000.