In Re: Naoise Ryan

88 F.4th 614
Court of Appeals for the Fifth Circuit·Decided December 15, 2023·No. 23-10168·Published·Cited by 1 cases

Opinion

United States Court of Appeals for the Fifth Circuit United States Court of Appeals ____________ Fifth Circuit

FILED

No. 23-10168 December 15, 2023 ____________ Lyle W. Cayce Clerk

In re Naoise Connolly Ryan; Emily Chelangat Babu; Joshua Mwazo Babu; Catherine Berthet; Huguette Debets; Bayihe Demissie; Luca Dieci; Sri Hartati; Zipporah Muthoni Kuria; Javier de Luis; Nadia Milleron; Michael Stumo; Chris Moore; Paul Njoroge; Yuke Meiske Pelealu; John Karanja Quindos; Guy Daud Iskandar Zen S; Polskie Linie Lotnicze Lot S.A.; Smartwings, a.s.,

Petitioners.

Petition for a Writ of Mandamus to the United States District Court for the Northern District of Texas USDC No. 4:21-CR-5-1

PUBLISHED ORDER

Before Clement, Southwick, and Higginson, Circuit Judges. Stephen A. Higginson, Circuit Judge:

Petitioners, representatives of plane-crash victims and foreign airlines , seek a writ of mandamus directing the district court to afford them remedies pursuant to the Crime Victims’ Rights Act (“CVRA”), 18 U.S.C. § 3771.

I.

On October 29, 2018 and again on March 10, 2019, relatively new Boeing 737 Max planes crashed shortly after takeoff. In both Lion Air Flight 610 and Ethiopian Airlines Flight 302, the crashes tragically claimed the lives of all passengers and crew onboard. In the following uncertainty regarding the cause of the crashes, all 737 Max aircraft were grounded in the United States.

Subsequently, investigations revealed that a software function, known as the Maneuvering Characteristics Augmentation System (“MCAS”), had activated during both flights. MCAS, which was added to the 737 Max to account for the aircraft’s design and counterbalance its particular aerodynamics , causes the nose of the airplane to pitch downwards when activated. Initially , MCAS was intended to activate only in circumstances outside of what would be considered the aircraft’s normal operating envelope (i.e., during wind-up turns of high speed of Mach 0.6 to Mach 0.8). It was with that understanding that the Federal Aviation Administration’s (FAA) Aircraft Evaluation Group (“AEG”), the subgroup responsible for determining the minimum level of training required of U.S.-based pilots to fly a new aircraft model (known as “differences training”), provisionally authorized the second leastintensive level of training (Level B). 1 But the design was later changed, such that MCAS could activate in speeds as low as Mach 0.2, which included takeoff and landing. Boeing intentionally withheld this information from the AEG. As a result, the AEG made

1 Differences training—the “training required for U.S.-based airline pilots to fly a new version of an aircraft”—ranges from Level A (least intensive) to Level E (most intensive), with the training becoming more expensive as it becomes more intensive. Level B training includes computer-based training that can be completed on a tablet; whereas Level D training requires full-flight simulator training that might involve traveling to wherever that simulator was offered. The difference between these training levels could be stark—including amounting to a cost differential of “tens of millions of dollars.”

its final report that included the Level B differences training for the 737 Max—and made no mention of MCAS. Due to standard industry practice of reliance upon the FAA’s guidance, this led to global adoption of equivalent training standards and materials, meaning that pilots did not receive adequate information or training regarding MCAS.

The Department of Justice (“DOJ”) Criminal Fraud Section (“Fraud Section”) was integral in these investigations. Following indications in the news that the DOJ was investigating, a representative (Thomas Gallagher) of the Flight 302 crash victims’ families reached out to the DOJ to secure a meeting. But the DOJ’s Victims’ Rights Ombudsman, Marie A. O’Rourke, responded on February 20, 2020 that “[t]he FBI ha[d] advised . . . that they do not have a criminal investigation into this crash, nor are they aware of any open cases at the Department of Justice.” 2 The Ombudsman further stated that “[i]f criminal charges are filed at some point, victims will be advised of that and notified of their rights under the CVRA.”

On January 7, 2021, the Government charged Boeing by information with conspiracy to defraud the United States under 18 U.S.C. § 371, and simultaneously filed in federal court a Deferred Prosecution Agreement (“DPA”), an agreement between Boeing and the Government. 3 In the DPA, Boeing admitted to a statement of facts, accepted responsibility for the acts

2 Gallagher also telephoned the FBI Victims’ Witness Office a day later, and the victim specialist who returned his call, Katie McCabe, also was not aware of any FBI investigation.

3 The criminal information was filed by the then-Acting Chief of the Fraud Section, along with the then-United States Attorney for the Northern District of Texas. The DPA was agreed to by those same two government attorneys, along with the President of Boeing and Boeing’s counsel. However, neither of those two government lawyers is likely to participate for the Department of Justice in the ultimate criminal-case resolution as both have since left government service.

charged, and agreed to abide by several conditions that would be monitored by the Fraud Section, including the payment of $1.77 billion in compensation to airline customers and the establishment of a $500 million fund specifically for the heirs, relatives, and beneficiaries of those who died in the two airplane crashes. 4 In exchange, and only after Boeing’s successful compliance with the DPA’s conditions, the Government agreed it would request court dismissal of Boeing’s felony charge, with prejudice, and would provide a conditional release from criminal prosecution for conduct described in the DPA. In the DPA, Boeing “acknowledges the filing of the one-count Information,” and throughout acknowledges that the criminal prosecution commenced in court could proceed to final resolution in court.

Because they had been neither informed nor consulted before Boeing was charged in a single felony count, and also because they were neither informed nor consulted before the Government and Boeing agreed to the possibility that that charge would be dismissed, representatives of the crash victims ’ families (“victims’ families”) filed suit on December 16, 2021, alleging that their rights under the CVRA had been violated. The CVRA rights that they alleged had been violated included “[t]he reasonable right to confer with the attorney for the Government in the case,” 18 U.S.C. § 3771(a)(5); “[t]he right to be treated with fairness and with respect for the victim’s dignity and privacy,” 18 U.S.C. § 3771(a)(8); and “[t]he right to be informed in a timely manner of any plea bargain or deferred prosecution agreement.” 18 U.S.C. § 3771(a)(9).

Soon afterward, in January 2022, the Government had several meetings with representatives of the victims’ families, but decided to stand by the

4 The DPA noted that, although Boeing was uncooperative for the initial six months after the investigation began, it ultimately assisted by voluntarily and proactively identifying relevant and significant evidence, for which it received “partial credit.”

DPA as it had been structured. The victims’ families therefore maintained their suit, in which they requested the district court grant a host of remedies “for Boeing’s illegal behavior and the illegal agreement,” including:

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In Re: Naoise Ryan, 88 F.4th 614 (5th Cir. 2023).

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