Hamblin v. British Airways PLC

717 F. Supp. 2d 303, 2010 U.S. Dist. LEXIS 67401, 2010 WL 2423581
CourtDistrict Court, E.D. New York
DecidedJune 15, 2010
Docket09 Civ. 3077(BMC)
StatusPublished
Cited by7 cases

This text of 717 F. Supp. 2d 303 (Hamblin v. British Airways PLC) is published on Counsel Stack Legal Research, covering District Court, E.D. New York primary law. Counsel Stack provides free access to over 12 million legal documents including statutes, case law, regulations, and constitutions.

Bluebook
Hamblin v. British Airways PLC, 717 F. Supp. 2d 303, 2010 U.S. Dist. LEXIS 67401, 2010 WL 2423581 (E.D.N.Y. 2010).

Opinion

MEMORANDUM DECISION AND ORDER

COGAN, District Judge.

Plaintiff was a passenger in defendant’s airplane when it crash-landed at London City Airport on February 13, 2009. Plaintiff claims, inter alia, that he lost his job as an Operations Manager for Microsoft Corporation’s (“Microsoft”) Global Practices Group because he was unable to fly, and required other special accommodations, after the accident. Defendant has already conceded liability and now seeks to limit its damages by precluding plaintiff from any recovery arising out of his termination from Microsoft. Defendant has submitted documentary evidence and testimony that Microsoft’s decision was the byproduct of a company restructuring and downsizing, not any change in plaintiffs work performance after the accident. Because plaintiff has failed to set forth any admissible evidence that this was not the case, defendant’s motion is granted.

BACKGROUND

The facts surrounding plaintiffs employment and the crash landing are not genuinely disputed. Plaintiff was travelling on business, as he frequently did, when the landing gear on defendant’s plane malfunctioned and it crash-landed. Plaintiff had been sitting in the front of the plane and, despite being nearly overcome by smoke, made his way to the rear and out on an emergency slide. As he was going down the slide, he swerved to avoid hitting other passengers at the base and landed on his forearm. After the accident, plaintiff stayed in London for a week and sought medical treatment there. A few days after the accident, the London doctors cleared plaintiff to fly and on February 23, 2009, he flew home to Seattle, Washington. Viewing the facts in the light most favorable to plaintiff, that flight, the last he has taken, was traumatic. He was and remains petrified of getting on a plane. The mere thought invokes anxiousness, fear of death and a repeat of the crash.

About a month after his return to Seattle, plaintiff returned to work at Microsoft. On doctors’ recommendations, he requested a reduced workload, to be excused from stressful situations, and not to travel. Microsoft accommodated his requests and plaintiff continued to perform well. His supervisor at Microsoft, Tyrone Keith Moore (“Moore”), testified at deposition that the accommodations plaintiff required did not impact his job performance, which was “good.” Before plaintiff was laid off, Moore testified, he had been “performing and achieved and he was on track in delivering the business. He was doing good.” Plaintiff had good relationships with his *305 customers and good feedback from his peers. Moore further testified that there was no decline in plaintiffs performance after the accident.

During the May layoffs at Microsoft, Moore lost a third of his team, including plaintiff. 1 Moore testified that plaintiffs termination was the byproduct of an internal restructuring to consolidate operations: “It was part of a business restructuring at Microsoft and part of the Mission Critical Program. The reactive part of the business that Ray was associated [with] was moved over into Premier [a different Microsoft division], which ... had started building a comparative offering, and at that point it was deemed that it was a duplicate effort compared to what my team was doing, and they wanted to consolidate those efforts.” He thus testified that plaintiffs position was eliminated due to redundancy.

Although the strategic decision to merge the two units was “made above [his] pay level,” Moore was charged with implementing it. As he testified: “What I was given was the directive that once those decisions were made ... [I had] to execute that as part of a bigger plan and a senior leadership decision.” The reason that plaintiff lost his job, Moore testified, was because Microsoft “discontinued the business group.”

As his direct supervisor, Moore was the one who told plaintiff that he would no longer be working for Microsoft. At that termination interview, plaintiff told Moore and the human resources representative present that he thought the layoff was a ruse and that he was really being fired because of his inability to travel internationally. “I worked for Global Services Organization, which involves a lot of travel, and in not being able to travel, that sort of renders me useless ... and therefore of no value to that particular organization.” Plaintiff testified that he believed this based on “hallway discussions and insinuations” that he overheard between other colleagues in his group.

Plaintiff received a termination letter, dated May 5, 2009, which reiterated that his position was being eliminated as part of a restructuring and reorganization of his group. The termination letter stated that “[decisions regarding who would be affected by the job eliminations were based on the projected business needs of your organization going forward, and were based on a number of factors, including [] job function, knowledge, skills, and experience, and performance.” After conferring with an attorney, plaintiff executed the letter on June 15, 2009 and accepted a severance package, which included job search assistance and total compensation of some $90,000. Plaintiff never returned to work, but immediately began looking for another position and had an interview with Microsoft.

Plaintiff brought this suit under Article 17 of the Montreal Convention, which holds the carrier strictly liable for all damages resulting from an accident that occurred onboard the aircraft. See Convention for the Unification of Certain Rules for International Carriage by Air, May 28, 1999, art. 17, reprinted, in S. Treaty Doc. No. 106-45, 1999 WL 33292734. The carrier can avoid, or limit, liability by proving that the accident was not the proximate cause of plaintiffs damages, which is what defendant seeks to do here. See id.; Shah v. Pan Am. World Servs., Inc., 148 F.3d 84, 97 (2d Cir.1998) (explaining that “Article 17 requires proximate causation as between the ‘accident’ and plaintiffs’ ‘damage’.”) (emphasis omitted); Sirico v. *306 British Airways PLC, 98-CV-4938, 2002 WL 113877 (E.D.N.Y. Jan. 22, 2002) (denying summary judgment where whether plaintiffs refusal to leave the airplane was the proximate cause of her injuries was a triable issue of fact).

DISCUSSION

A. Summary Judgment Standard

Summary judgment is appropriate only “where the pleadings, depositions, answers to interrogatories, and admissions on file, together with the affidavits, if any, show that there is no genuine issue as to any material fact and that the moving party is entitled to judgment as a matter of law.” Fed.R.Civ.P. 56(c). The court views all facts in the light most favorable to the nonmoving party. See Anderson v. Liberty Lobby, Inc., 477 U.S. 242, 255, 106 S.Ct. 2505, 2513, 91 L.Ed.2d 202 (1986) (citing Adickes v. S.H. Kress & Co., 398 U.S. 144, 158-59, 90 S.Ct. 1598, 1608-09, 26 L.Ed.2d 142 (1970)).

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Bluebook (online)
717 F. Supp. 2d 303, 2010 U.S. Dist. LEXIS 67401, 2010 WL 2423581, Counsel Stack Legal Research, https://law.counselstack.com/opinion/hamblin-v-british-airways-plc-nyed-2010.