Hathcock v. Navistar International Transportation Corp.

53 F.3d 36
CourtCourt of Appeals for the Fourth Circuit
DecidedMay 4, 1995
DocketNos. 94-1021, 94-1148
StatusPublished
Cited by6 cases

This text of 53 F.3d 36 (Hathcock v. Navistar International Transportation Corp.) is published on Counsel Stack Legal Research, covering Court of Appeals for the Fourth Circuit primary law. Counsel Stack provides free access to over 12 million legal documents including statutes, case law, regulations, and constitutions.

Bluebook
Hathcock v. Navistar International Transportation Corp., 53 F.3d 36 (4th Cir. 1995).

Opinion

OPINION

ERVIN, Chief Judge:

Navistar International Transportation Corp. (“Navistar”) appeals from a six million dollar default judgment in favor of Michael Hatheock and Sandy Hatheock entered by the district court as a sanction for alleged discovery abuse. Navistar contends that the district court’s order violated the Federal Rules of Civil Procedure and the United States Constitution. Navistar also argues that the court abused its discretion, that its judgment rested on clearly erroneous findings of fact, and that the presiding judge should be recused and his order vacated under 28 U.S.C. § 455 (1993). Appellant Arthur Greenfield, an attorney for Navistar, appeals from the personal sanctions that the district court levied against him. Because the district court abused its discretion by imposing the default sanction against Navis-tar and the district court judge should have recused himself from the matter, we vacate the default judgment of the district court and remand the case to be heard by a different judge. Because the penalty against Greenfield violated his due process rights and rested on a clearly erroneous finding of fact, we vacate and reverse the sanction imposed on him.

I.

On December 7, 1989, Michael Hatheock was burned severely by a fire inside the cab of his Loadstar truck, whieh was manufactured by Navistar. The fire occurred after another truck broadsided Hathcock’s vehicle on the passenger side. The Loadstar’s fuel tank was located underneath the passenger side of the cab and was connected inside the cab to the fuel intake pipe by a rubber hose. Immediately after the accident, Michael Hatheock filed a worker’s compensation action. Navistar, involved in a factually similar case at the time, learned of the Hatheock accident and opened an investigative file on the incident.

[38]*38On November 6, 1992, Michael Hathcock and Sandy Hathcock filed product liability suits against Navistar in the United States District Court for the District of South Carolina. They alleged that the truck’s fuel system was designed defectively, which led to the post-collision fire that caused Michael’s injuries. The district court entered a general order, pursuant to Federal Rule of Civil Procedure 16(b), establishing a schedule for discovery on March 4,1993.1 On March 10, a consent order revising the deadline for discovery was issued.2 Finally, on September 1, the court entered a third scheduling order extending the discovery period up to the time of trial.3 No other discovery orders were entered in this ease.

In the course of discovery, the Hathcocks requested information regarding prior claims and suits against Navistar that involved similar accidents, as well as the names of witnesses knowledgeable about the company’s investigation of earlier claims. The parties offer radically different accounts of the extent to which Navistar complied with plaintiffs’ requests. The Hathcocks complain that Navistar withheld discoverable information it possessed regarding at least three previous suits, and that such information was produced only after their counsel notified Navis-tar that he had discovered the other litigants. Navistar, which responded to the Hathcocks’ interrogatories in a timely fashion but objected to some specific requests, asserts that the omitted cases were not similar to the Hath-cocks’ because the other cases involved different types of vehicle models and/or collisions. Navistar also contends that some of the information sought was destroyed pursuant to a standing document retention policy, forcing it to rely on opposing counsel from previous suits for the documents it subsequently produced.

The parties also dispute the thoroughness and sincerity of Navistar’s response to the Hathcocks’ request for the names of individuals knowledgeable about claims based on the design of the Loadstar’s fuel system. Navis-tar identified its “product integrity group” and suggested that the Hathcoek’s depose group member Erwin Franke. When asked during a deposition if he had been involved in opening Navistar’s investigation of the Hath-eock ease, Franke stated that he had not. He then indicated that Navistar employee Tom Nelson had helped to initiate the inquiry. At his deposition, Nelson expressed a belief that Franke had opened a file on the Hathcock accident in July of 1990. Later, Franke submitted an affidavit which claimed further research revealed that another employee, Gary Whitcomb, actually had opened the file.

The incongruity among these accounts is significant because of a motion made by Nav-istar to dismiss the suit based on alleged spoliation of critical evidence, because plaintiffs had removed the fuel system from Michael Hathcock’s truck. Asserting it never had an opportunity to inspect the vehicle, Navistar’s attorney Arthur Greenfield argued before the court that the company had no reason to suspect a potential claim at the [39]*39time, something the file’s existence arguably belies. Greenfield suggested to the court that

when you realize what the facts of this ease were, you take a look at the condition of the frame of this truck, no one in their right mind would have thought that somebody, some day, was going to assert a claim with regard to a design defect of a fuel system in this accident.

In contrast, at Nelson’s deposition, Greenfield’s law partner objected to a question concerning the contents of the file:

I am going to object to that question, too, Doug, because I think it again goes to the work product of the client in connection with the litigation that was then pending and which they had been placed on notice of the possibility of future litigation.

On July 23, 1993, the Hathcocks filed a motion for default or, in the alternative, a motion to compel discovery and impose sanctions. Shortly thereafter, the district court judge directed the Hathcocks’ counsel to prepare the factual predicate to a default order. On October 7, the court entered a default judgment against Navistar and ordered a jury trial on the issue of damages. Prior to the order’s issuance, Navistar had no communication with the judge, although the Hathcocks’ attorney did inform Navistar’s counsel of the court’s intention.

In its order, the district court concluded:

[I]t is clear that the pattern of Navistar, when viewed as a whole, shows a consistent and intentional course of conduct utterly contemptuous of the rules of discovery and the inherent powers of this. Court, all of which are designed to insure fair trials to the litigants.

The district court determined that nothing short of default was appropriate and that lesser sanctions would “do nothing more than delay the trial, increase the burden of litigation, and ultimately fail to provide to the Plaintiffs a fair day in trial.” In addition, the court held that Navistar’s attorney Greenfield was guilty of “deliberate and wilful deception” and sanctioned him personally by imposing a $5,000 fine.

After the judgment was entered, Greenfield filed a Motion to Alter or Amend the Sanctions Order pursuant to

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53 F.3d 36, Counsel Stack Legal Research, https://law.counselstack.com/opinion/hathcock-v-navistar-international-transportation-corp-ca4-1995.