In Re Florida Coastal Airlines, Inc.

361 B.R. 286, 20 Fla. L. Weekly Fed. B 281, 2007 Bankr. LEXIS 932
CourtUnited States Bankruptcy Court, S.D. Florida.
DecidedFebruary 6, 2007
Docket19-12681
StatusPublished
Cited by11 cases

This text of 361 B.R. 286 (In Re Florida Coastal Airlines, Inc.) is published on Counsel Stack Legal Research, covering United States Bankruptcy Court, S.D. Florida. primary law. Counsel Stack provides free access to over 12 million legal documents including statutes, case law, regulations, and constitutions.

Bluebook
In Re Florida Coastal Airlines, Inc., 361 B.R. 286, 20 Fla. L. Weekly Fed. B 281, 2007 Bankr. LEXIS 932 (Fla. 2007).

Opinion

AMENDED ORDER DENYING DEBTOR’S EMERGENCY MOTION TO INVOKE EXCLUSIVITY, SETTING HEARING ON ALLIANCE AIR GROUP’S DISCLOSURE STATEMENT, AND SETTING SCHEDULE AND PROCEDURES ON COMPETING PLANS

This small business chapter 11 case for a commuter airline came before me for hear *287 ing on January 29 and 31, 2007. The hearing was originally set on January 29th to consider the Debtor’s amended disclosure statement. On the morning of the hearing, the Debtor filed its Emergency Motion to Invoke [sic] Exclusivity. Meanwhile, also on January 31st, a competing plan was filed by Alliance Air Group, LLC (“Alliance”), an entity which had been in negotiations with the Debtor to acquire an interest in a reorganized Debtor. Those negotiations aborted, and the Debtor and Alliance have now presented a series of issues which appear to be questions of first impression dealing with small business chapter 11 cases under the Bankruptcy Abuse Prevention and Consumer Protection Act of 2005 (“BAPCPA”).

Background

The Debtor filed its voluntary chapter 11 petition on March 20, 2006. The Debt- or had previously operated as a commuter airline operating between Florida and the Bahamas under regulatory authority issued by the Federal Aviation Administration (“FAA”) under 14 CFR Part 135, by the United States Department of Transportation (“DOT”) under 49 U.S.C. § 41738, and by the Bahamian Department of Civil Aviation. Prepetition, the Debtor had operated using nine passenger Cessna 402 aircraft. It has conducted no flight operations since the filing of its petition.

In June 2006, the Debtor’s principal shareholder, Dean Forest, sold controlling interest in the Debtor to Albert Kelly, III (“Kelly”), who was also the controlling shareholder of another commuter airline, Lynx Air International, Inc. (“Lynx”). Kelly voted his shares to elect himself and C.A. Southerland (“Southerland”) as the sole directors of the Debtor; they in turn elected Southerland as the Debtor’s CEO. Southerland simultaneously serves as managing director of Lynx. The Debtor has had no officers or directors other than Kelly and Southerland since June 2006, and the Debtor has been entirely under their control since then. As such, Kelly and Southerland owe fiduciary duties to the Debtor and, because the Debtor is clearly insolvent, to the Debtor’s creditors. 1

Insofar as I have been able to determine, the Debtor has not had any of the FAA’s required “three wise men” — a chief pilot, a director of maintenance, and a director of operations — in place since at least the time of Lynx’s acquisition of control. The sole assets of any value owned by the Debtor are its regulatory operating authorities, which cannot be transferred separately from the Debtor itself.

On September 8, 2006, the FAA wrote to the Debtor and advised that “if no aircraft or required personnel [presumably the three wise men] are in place within 30 days from this date” the Debtor was requested to surrender its operating certificate to the FAA’s Fort Lauderdale flight standards office. Thereafter, on October 17, 2006, DOT wrote to the Debtor and advised that in the absence of flight opera *288 tions and airworthy aircraft available for operations, the Debtor had been suspended from operations and prohibited from recommencing operations until its fitness to do so was reestablished by DOT.

The Debtor’s management and its aviation regulatory advisor, Richard A. Asper, 2 met with FAA officials in early December 2006 and again in early January 2007. As-per testified that it is his understanding that the Debtor is at risk for the imminent revocation of its FAA and DOT operating authority unless it promptly makes progress (1) in acquiring, or at least identifying, specific aircraft which it proposes to operate, and (2) employing the requisite three wise men. Southerland testified that Lynx has prepared operating manuals for a Saab 340 aircraft owned by Kelly, and proposes to tender to the Debtor either that Saab 340 or a Cessna 402 of a type previously operated by the Debtor. Southerland also testified that Lynx is prepared to provide all necessary infrastructure for the operation of the Debtor, including providing the three wise men.

It is not clear to me why Kelly and Southerland did not tender aircraft and provide the necessary infrastructure, including the wise men, back in September and October when FAA and DOT first raised regulatory issues. 3 Regardless, it is clear that serious regulatory issues now exist. The Debtor’s directors have within their power the ability to cure the problems, or at least to take sufficient steps in that direction to give good reason to FAA and DOT to hold off on the formal commencement of revocation proceedings. Southerland testified that he and Kelly were waiting for some indication of “support of the Court in some fashion” for the Debtor’s reorganization efforts before taking the necessary steps to tender aircraft and infrastructure, and that they “need a comfort level” in order to take the next steps.

As a Westlaw or Lexis search will reveal, I was involved in a number of airline reorganizations as a practicing lawyer. Like most bankruptcy judges, I am highly reorganization minded and will endeavor to confirm chapter 11 plans whenever the requirements of the Bankruptcy Code are met. I would like nothing better than to have this case become successful. Having said that, I can only act on the facts and law that are before me. I am duty bound, and will, honestly apply the facts presented to the law as I can best understand it. I cannot predict that I will confirm the Debtor’s reorganization plan because I cannot prejudge whether the requirements for confirmation under § 1129 will have been satisfied when we get to the confirmation hearing. The odds of my confirming the Debtor’s plan are, of course, enormously greater if Southerland and Kelly take the steps which Southerland and As-per testified on January 31st are necessary if the FAA and DOT regulatory authorities are to be preserved. And in that regard, the ball is in Southerland’s and Kelly’s court.

The Debtor brought none of these regulatory matters to my attention or to the attention of its creditors or the Office of the United States Trustee prior to the filing of the Emergency Motion to Invoke Exclusivity on January 29th. The Debtor’s Amended Disclosure Statement, filed Jan *289 uary 23rd, gives no hint that the Debtor’s regulatory authorities are in imminent danger of revocation by FAA, DOT, or both.

On October 6, 2006, the Debtor filed a reorganization plan and disclosure statement. The disclosure statement elicited several objections (as well as untimely objections to confirmation of the Debtor’s plan from the Internal Revenue Service). The Debtor filed an amended plan and disclosure statement on January 23, 2007, which was considered at the hearing on January 29th. In the absence of objections to the amended disclosure statement, I indicated at that time that I would approve it and will do so by separate order.

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Cite This Page — Counsel Stack

Bluebook (online)
361 B.R. 286, 20 Fla. L. Weekly Fed. B 281, 2007 Bankr. LEXIS 932, Counsel Stack Legal Research, https://law.counselstack.com/opinion/in-re-florida-coastal-airlines-inc-flsb-2007.