G & N AIRCRAFT, INC. v. Boehm

703 N.E.2d 665, 1998 Ind. App. LEXIS 2083, 1998 WL 821775
CourtIndiana Court of Appeals
DecidedNovember 30, 1998
Docket45A05-9708-CV-323
StatusPublished
Cited by6 cases

This text of 703 N.E.2d 665 (G & N AIRCRAFT, INC. v. Boehm) is published on Counsel Stack Legal Research, covering Indiana Court of Appeals primary law. Counsel Stack provides free access to over 12 million legal documents including statutes, case law, regulations, and constitutions.

Bluebook
G & N AIRCRAFT, INC. v. Boehm, 703 N.E.2d 665, 1998 Ind. App. LEXIS 2083, 1998 WL 821775 (Ind. Ct. App. 1998).

Opinion

OPINION

BAKER, Judge.

Appellants-defendants G & N Aircraft, Inc. (G & N) and Paul Goldsmith appeal the trial court’s judgment entered in favor of Erich Boehm as minority shareholder of G & N, claiming that it was error to hold both Goldsmith and G & N liable for breach of a fiduciary duty, that summary judgment was erroneously entered for Boehm with respect to G & N’s counterclaim and that it was error to award attorney fees and punitive damages.

FACTS

Goldsmith and Ray Nichols began G & N in 1962 as an aircraft engine business which rebuilt piston engines. G & N is a closely-held corporation which currently operates from a hangar at Griffith Airport. Goldsmith eventually purchased Nichols’ interest and became the sole owner of G & N. In 1980, Goldsmith sold G & N to the Van Dussen Corporation. (Van Dussen). Sometime thereafter, Goldsmith sought to repurchase the business but did not have adequate funds to do so. As a result, Goldsmith formed a group of investors which included Boehm, Gilliland and McCoy. Following the purchase, Goldsmith, Boehm and two additional investors, MeCready and Keeling, each held a 20% interest in G & N, while McCoy and Gilliland each held a 10% interest in the corporation. The 20% shareholders, including Boehm, each invested $125,000 toward the purchase of G & N’s assets. MeCready eventually died, and shortly thereafter, Keeling sold his shares. Boehm acquired a total of 34% of the stock and Gilliland and McCoy owned 16 and 2/3% each. Goldsmith’s son Greg acquired the remaining 6 and 2/3% of file corporation, while Goldsmith retained 26%. All five shareholders were directors of G & N. Goldsmith served as president, Boehm as vice-president, and Gilliland as secretary.

In addition to his ownership interest in G & N, Goldsmith also operated the Griffith Airport property and owned three other aviation-related companies doing business at the airport: Griffith Aviation, which manages the airport and operates a Flight Base Operations (FBO) terminal; Great Northern Aircraft Sales, Inc., an aircraft sales and maintenance company; and Great Northern Aircraft, Inc., which was engaged primarily in the purchase and sales of jet aircraft. Griffith Aviation operated the FBO at a breakeven position, while Great Northern Aircraft Sales conducted business at a loss. G & N paid rent to Griffith Aviation and since 1988, it has leased 27,000 square feet in accordance with a verbal month-to-month lease with Goldsmith. Until May of 1995, Goldsmith also held a 47% interest in Edge-cumbe-G & N which is a distributor for aircraft engine parts. 1 Edgecumbe was the primary supplier of engine parts to G & N for its rebuilding business and was highly dependent on G & N which accounted for nearly 49% of its total sales.

During the 1990’s, Great Northern Aircraft sustained losses when its aircraft inventory could not be sold at the expected market price. Great Northern’s inventory had been financed by a $1.2 million loan from NBD Bank which Goldsmith had personally guaranteed. The inventory was ultimately liquidated with sales bringing less than the purchase price of the aircrafts. Neither Great Northern nor Griffith Aviation was able to pay the NBD loan, which remained due and collectible against Goldsmith. During that time, however, G & N earned a net income averaging approximately $220,000 per year. In 1989, G & N had sold its inventory that was acquired from Aviall corporation at a high profit margin. These sales resulted in above-average net income of nearly $1.8 million. Additionally, in 1993, an inventory adjustment for undervalued used engine cores *669 was required by the Internal Revenue Service which amounted to an additional $758,-158 in profits to G & N.

In 1992, Goldsmith retained Matt Hunni-ford as his personal accountant and requested his advice as to the income variations among the companies for tax planning purposes. Hunniford advised that Goldsmith use $1.8 million in tax losses from Griffith Aviation and the Great Northern entities by setting them off against G & N’s profits. Thereafter, in June of 1994, Hunniford met with DeVaughn Williams, a loan officer at NBD Bank, to propose an additional $1.25 million loan from NBD to help Goldsmith buy out G & N and effect their plan. Hunni-ford set forth documentation to explain how Goldsmith would purchase an additional 50.67% of G & N stock which would then enable him to use the tax loss carry-forwards in Griffith Aviation and Great Northern against G & N’s income.

On July 13, 1994, Ryan, who was Goldsmith’s comptroller, forwarded additional documentation in support of the loan application to Williams at NBD. Ryan’s written correspondence explained how a purchase of G & N would allow Goldsmith a sufficient tax advantage to enable him to repay both the existing $1.2 million loan from NBD along with the new loan. Pint, another loan officer with NBD, met with Ryan and Goldsmith at the Griffith Airport on September 7, 1994 where they discussed “some of the issues regarding Goldsmith’s take-over of G & N.” R. at 2211. Ryan explained that “the consolidation of the existing entities with G & N to capture roughly $1.8 million in tax loss carry-forwards was integral to the deal.” R. at 2211.

On September 12, 1994, Hunniford wrote Goldsmith informing him of the effect of tax-free mergers and the use of tax loss carry-forwards under the Internal Revenue Code. Hunniford explained that while the net operating losses could be used to offset income from G & N, 100% ownership of G & N would be required. Ryan then wrote to Pint on September 13, 1994 changing the amount of the loan request and estimating a need for “an additional loan of between $750,000 to $1,000,000 to buy out Mr. Goldsmith’s current partners in G & N Aircraft.” R. at 2164.

During that same period, Goldsmith requested Don O’Dell, G & N’s corporate counsel and accountant to value G & N “for purposes of sale or purchase of the shares.” R. at 2164. On October 3, 1994, O’Dell estimated the value of G & N’s 6,200 outstanding shares at $155 per share, or $961,000. As a result, Goldsmith pursued his Edgecumbe partners, McCoy and Gilliland, about acquiring their shares in G & N. At about the same time, NBD rejected Goldsmith’s loan application.

The following year, Goldsmith renewed discussions with NBD Bank concerning a merger of G & N with Goldsmith’s other companies at the airport. On April 18, 1995, Ryan again met with loan officer Pint to negotiate the tentative plan. Specifically, the following memo from Pint described Goldsmith’s desire to purchase Boehm’s interest for the tax benefit:

Mr. Goldsmith will attempt to buy out Eric [sic] Boehm and gain control of the company. The plan is a cash buy out $400,000 over a period of time. This would give Paul a 67% ownership in G & N and he would then convert the company into a ‘C’ corporation and consolidate all of the airport-related debt. This would allow him to take advantage of the tax loss carry forward of Great Northern Aviation and the other related entities.

R. at 2216. Goldsmith and Ryan also explained to Pint their plan to break the impasse in negotiations with McCoy and Gilli-land for the purchase of their G & N shares.

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703 N.E.2d 665, 1998 Ind. App. LEXIS 2083, 1998 WL 821775, Counsel Stack Legal Research, https://law.counselstack.com/opinion/g-n-aircraft-inc-v-boehm-indctapp-1998.