Blecher & Collins, P.C. v. Northwest Airlines, Inc.

858 F. Supp. 1442, 1994 U.S. Dist. LEXIS 10980, 1994 WL 411945
CourtDistrict Court, C.D. California
DecidedAugust 3, 1994
DocketCV 92-7073 RG (SHX)
StatusPublished
Cited by14 cases

This text of 858 F. Supp. 1442 (Blecher & Collins, P.C. v. Northwest Airlines, Inc.) is published on Counsel Stack Legal Research, covering District Court, C.D. California primary law. Counsel Stack provides free access to over 12 million legal documents including statutes, case law, regulations, and constitutions.

Bluebook
Blecher & Collins, P.C. v. Northwest Airlines, Inc., 858 F. Supp. 1442, 1994 U.S. Dist. LEXIS 10980, 1994 WL 411945 (C.D. Cal. 1994).

Opinion

ORDER ON CROSS MOTIONS FOR SUMMARY JUDGMENT

GADBOIS, District Judge.

I. Background

In the mid-1980’s, Northwest Airlines, Inc. (“Northwest”), retained the law firm of Blecher & Collins, P.C. (“B & C”), to represent it and several other airlines in an antitrust case against American Airlines (“American”) and United Air Lines (“United”). Northwest’s case did not take off as well as it had hoped, and the relationship between Northwest and B & C disintegrated. B & C now sues for fees. Northwest counterclaims for breach of contract, breach of fiduciary duty, and professional negligence. 1

A. United and American Control the Industry’s Two Largest Computer Reservation Systems.

American and United own and operate SABRE and Apollo, the largest and second largest computerized reservation systems (“CRS”), through which travel agents receive flight information, book flights and print tickets. United and American charge travel agents for using the CRS and also charge the other airlines for displaying their flight information on the CRS screens. Initially, both American and United “biased” their systems, displaying their flight information more prominently than that of other airlines. In re Air Passenger Comp. Res. Sys. Antitrust Lit., 694 F.Supp. 1443, 1450 (C.D.Cal.1988), aff'd sub nom., Alaska Airlines, Inc. v. United Airlines, Inc., 948 F.2d 536, (9th Cir. 1991), cert. denied, — U.S. -, 112 S.Ct. 1603, 118 L.Ed.2d 316 (1992) (hereinafter “CRS”).

In the late seventies, both American and United began offering other airlines “co-host” status for a fee. American and United then biased the CRS in favor of themselves and the co-hosts. Id., 694 F.Supp. at 1450. Northwest accepted this offer and became a co-host on both SABRE and Apollo. Rasenberger Depo. 223:17-224:12; 423:2-25. However, even after becoming a co-host, Northwest, like many other airlines, continued to feel that American and United were “eat[ing it] alive.” Abbott Depo. 23:17-20.

In 1984, the Civil Aeronautics Board (“CAB”) intervened, ordering CRS owners to provide an unbiased primary display, to charge all carriers the same booking fees, and to make CRS data available for sale. CRS, 694 F.Supp. at 1450. However, since the CAB did not set a ceiling on booking fees, United and American responded by raising them.

B. The Airlines Agree to Sue as a Group.

In 1984, representatives of eleven airlines, 2 including Northwest General Counsel James A. Abbott, gathered to discuss suing American and United for antitrust violations. Ra-senberger Depo. 33:14-34:2; Abbott Depo. 14:11-21; 22:22-23:1. The representatives recognized their common interest in combating high booking fees and realized that suing as a group would allow them to take advantage of the economies of scale involved in a multi-party suit. Rasenberger Depo. 30:6-31:2; Abbott Depo. 28:7-29:6. Abbott also felt that a multi-party suit would also help demonstrate the “magnitude of the problem” to a court or jury. Abbott Depo. 28:7-29:6.

Therefore, on November 5, 1984, the airline plaintiffs executed a Plaintiffs’ Agreement, attempting to identify potential conflicts in the multi-party litigation and “iron[ ] them out.” Abbott Depo. 42:4^2:20. They then formed a “Steering Committee,” comprised of airline attorneys, to coordinate the litigation. The Steering Committee served *1446 as a multiheaded client, “responsible for undertaking decisions on behalf of all plaintiffs concerning litigation strategy and case management in pursuit of the common purpose.” Plaintiffs’ Agreement ¶ 11(b). Decisions other than settlement required only a majority vote of the Steering Committee. Plaintiffs’ Agreement ¶ 11(a).

For the most part, the Steering Committee acted like any “good corporate general counsel ... involved [and] active,” Rasenberger Depo. 161:9-162:3, but they were not experts in antitrust or complex litigation. Abbott Depo. 143:2-6; Rasenberger Depo. 800:21-23; Sinick Depo. 48:17-49:3. The airline plaintiffs therefore decided to hire “common counsel” to sue United and American. They agreed that the common counsel would represent only those claims which would advance the airline plaintiffs’ common purpose. 3 Individual carriers would have to pursue any individual claims on their own. 4

The airline plaintiffs assumed that damages resulting from American and United’s display bias would be a “principal part of the case” and would be pursued by common counsel. Blecher Depo. I 31:9-32:6; Abbott Decl. ¶ 4; Rasenberger Decl. ¶ 8. At the time, Northwest executives realized that each plaintiff might have different damages, but did not believe this would create conflicts of interest. Abbott Depo. 113:13-116:16; Wheeler Depo. 121:19-25; 151:1-17; Rasen-berger Depo. 423:2-425:9; 426:16-25.

C. The Airlines Hire B & C as Common Counsel.

In November 1984, the airline plaintiffs retained B & C as common counsel. Raymond Rasenberger, outside counsel for Republic Airlines (which later merged with Northwest), served as Steering Committee chairperson and occasional conduit between B & C and the Steering Committee. Rasen-berger Depo. 89:25-91:14; 89:25-91:14; 153:10-154:6; 98:12-99:6. Under the B & C Fee Agreement, B & C promised to “work under the direction of the [airline] plaintiffs’ Steering Committee.” Fee Agreement ¶ 3. B & C maintains that the Steering Committee exerted active control over all aspects of the case, selecting experts, deciding which causes of action and theories to pursue, and helping draft briefs. According to one witness, the Steering Committee was in direct contact with the clients and Blecher “would have abided by [the Steering Committee’s] wishes even if he had preferred to go off in another direction.” Sinick Depo. 49:10-50:4. Other Northwest representatives, however, maintain that the Steering Committee usually deferred to Blecher, who ‘Vas in control of the case, how it was to be tried, what was going to be presented. He was the expert, and he was in charge. That’s why we hired him.” Wheeler Depo. 39:8-17; see also 98:14-17 (“Max was sort of the final arbiter ... he was running the case, but we tried to work together with him.”); 110:17-23; 38:21-39:7; Abbott Depo. 88:15-89:10; Thornton Depo. 166:2-20.

Under the Fee Agreement, B & C promised to bill at two-thirds of its regular hourly rate. In return, the airlines promised to pay additional fees if they settled the litigation favorably or abandoned it. Blecher Depo. II 70:5-71:2. 5

*1447 D. B &C Sues on Behalf of the 11 Airlines; Continental Files a Separate Suit.

On November 20, 1984, the airline plaintiffs filed suit, alleging that American and United violated Sherman Act section 2. Less than a year later, Continental Airlines, Inc.

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858 F. Supp. 1442, 1994 U.S. Dist. LEXIS 10980, 1994 WL 411945, Counsel Stack Legal Research, https://law.counselstack.com/opinion/blecher-collins-pc-v-northwest-airlines-inc-cacd-1994.