Klein v. Secretary of Transportation

807 F. Supp. 1517, 1992 U.S. Dist. LEXIS 20866, 61 Empl. Prac. Dec. (CCH) 42,201, 62 Fair Empl. Prac. Cas. (BNA) 1512, 1992 WL 363621
CourtDistrict Court, E.D. Washington
DecidedAugust 18, 1992
DocketCS-90-261 RJM
StatusPublished
Cited by10 cases

This text of 807 F. Supp. 1517 (Klein v. Secretary of Transportation) is published on Counsel Stack Legal Research, covering District Court, E.D. Washington primary law. Counsel Stack provides free access to over 12 million legal documents including statutes, case law, regulations, and constitutions.

Bluebook
Klein v. Secretary of Transportation, 807 F. Supp. 1517, 1992 U.S. Dist. LEXIS 20866, 61 Empl. Prac. Dec. (CCH) 42,201, 62 Fair Empl. Prac. Cas. (BNA) 1512, 1992 WL 363621 (E.D. Wash. 1992).

Opinion

MEMORANDUM DECISION

ROBERT J. McNICHOLS, District Judge.

After a five day bench trial, the Court carefully reviewed its notes and the exhibits. The following memorandum constitutes the Court’s Findings of Fact and Conclusions of Law.

STATEMENT OF THE CASE

The following recitation of facts supplements the agreed facts set forth by the parties in their Pretrial Order. (CR 31). Before retiring in 1981, Mr. Klein spent twenty-six years in the Navy, primarily repairing and maintaining various Navy radar systems. His service record can best be described as outstanding. Evaluations by superior officers glowingly describe his skill in solving equipment problems, his willingness to go the extra mile to get the job done, and his talent in working with and motivating others. Mr. Klein was consistently ranked in the top 5% of his field and recommended for promotions.

After leaving the Navy, Mr. Klein worked for RCA as an electronics technician from October 1981 to November 1984, and at Instrument Control Services (ICS) from November 1984 to September 1987. At both companies, he continued maintaining and repairing radar and aircraft control systems, and at ICS he supervised up to six other maintenance technicians. While working in the private sector, Mr. Klein continued his education in radar and aircraft control systems maintenance and repair, completing courses in November and December 1981, February 1982, and April 1986. He left RCA when the government contract he was working on terminated, and left ICS after being laid off due to manpower cutbacks.

In 1988, Mr. Klein, then fifty-one, began applying for electronics technician positions. He particularly focused on the Federal Aviation Administration (FAA) in the Northwest Mountain Region (NMR) at a requested GS-9 pay scale. Mr. Klein apparently wished to return to the Northwest as both he and his wife were originally from Montana. Because of his prior military service, Mr. Klein was considered under the Veterans Readjustment Appointment (VRA) authority. According to Richard Wilder, who was effectively in charge of hiring Seattle area electronics technicians in 1988 and 1989, VRA candidates could be considered and hired for FAA openings at any time, even if their applications were submitted late.

The openings for which Mr. Klein applied were announced under both the Merit Promotion Program (MPP) and the Delegated Authority (DELA) program. Both programs rate applicants to determine if they are suitably qualified. Qualified MPP candidates would be placed on selection lists without their rating scores, and sometimes MPP selection officials would be furnished with more than one list of candidates for a single announcement. For DELA announcements, at least three of the most qualified candidates would be listed on short selection rolls with their scores in order of rating.

The scale on which applicants for electronics technician positions were rated was based on a scale of zero to four, four being the highest and given only to candidates considered best qualified. There were five categories: electronics theory, repairing and troubleshooting skills, ability to com *1521 municate in writing, mathematics, and the use of test equipment. Rating officials were required to score an applicant lacking in recent experience or education at the next lowest level. 1 Mr. Klein received the highest scores possible in each category-each time he was ranked, with the exception of one “three” he received in July 1988 in the written communication category. These raw scores were then translated to a score based on a scale of one hundred. Because of his status as a veteran, Mr. Klein was entitled to an additional five points, resulting in transmuted scores of 102 and 105.

From 1988 to 1990, there were several instances of what John Selberg, an FAA human resources official, described as “serious violations” of the FAA hiring procedures 2 , as well as other inconsistencies in how applications were processed. For example, if one promotional candidate on a MPP selection list is interviewed, all must be interviewed, and interviews, if feasible, were encouraged for all qualified applicants. However, for ANM-88-135, Raymond Walsh, an apparently qualified, fifty year old promotional candidate with a transmuted rating of 105, was never interviewed while younger men with lower ratings on the same lists were, and were subsequently hired. 3

The procedural rules provided that rating officials should not be involved in selection. However, Mr. Wilder both rated and selected candidates for ANM-88-135. Other rules proscribed any appearance of prese-lection, but Mr. Wilder hand-wrote in the name of Gary Baines on the ANM-88-135 selection list and ultimately hired Mr. Baines for one of the ANM-88-135 positions. 4 FAA records of prospective candidates’ applications, qualifications, and scores that were supposed to have been kept for two years were untimely destroyed.

Other curious incidents did not involve violations of procedure. Mr. Selberg told Mr. Klein he would forward his application for the positions in Montana and Wyoming announced by 89-DELA-003, but neglected to do so. 5 The government employee investigating Mr. Klein’s allegations of age discrimination, Carl Chesley, was told by Herb Johnson, the Montana assistant sector manager, that only one hire, James Heckat-horn, age forty-six, had been made for ANM-88-135. Mr. Chesley was not told of the three other hires, including Mr. Baines, who all rated at least eleven points lower than Mr. Klein’s lowest score and were all under thirty.

FAA officials testified one factor weighing against Mr. Klein was his past supervisory experience, which they said would make it difficult for him to work in a lower level position. However, several successful candidates also had recent and significant supervisory experience. Mr. Heckat-horn, prior to 1981, was a crew chief and “crew supervisor” over up to twelve people. 6 Before being hired by the FAA, Mr. Huff’s most recent experience was “Configuration Management/Quality Assurance Manager”, prior to which he was a “Supervisor.” 7 Before 1988, Mr. Wolfe had been *1522 a Navy “Aviation Technician and Supervisor” for six years and a “Clerk Typist Supervisor” from 1970 to 1976. 8

Mr. Johnson stated successful applicants had desirable “recency” of education and hands-on experience Mr. Klein lacked, although he never reviewed Mr. Klein’s qualifications. Testifying FAA officials indicated that, at the time, they felt younger hires were better able to pick up training and better for long-term section stability. Plaintiff’s Exhibit 71 illustrates the results of 1988-1990 hires on the average age of NMR employees. As shown by the exhibit, while the number of employees increased, the average age dropped, as did the percentage of employees eligible for optional retirement within five years.

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807 F. Supp. 1517, 1992 U.S. Dist. LEXIS 20866, 61 Empl. Prac. Dec. (CCH) 42,201, 62 Fair Empl. Prac. Cas. (BNA) 1512, 1992 WL 363621, Counsel Stack Legal Research, https://law.counselstack.com/opinion/klein-v-secretary-of-transportation-waed-1992.