Lesane v. Hawaiian Airlines Inc.

District Court, D. Hawaii·Decided March 6, 2020·No. 1:19-cv-00179·Unknown

Opinion

IN THE UNITED STATES DISTRICT COURT FOR THE DISTRICT OF HAWAII

REZA (RAY) LESANE, CIVIL NO. 19-00179 JAO-KJM Plaintiff, ORDER DENYING PLAINTIFF’S MOTION FOR SUMMARY vs. JUDGMENT; GRANTING IN PART DEFENDANTS’ MOTIONS HAWAIIAN AIRLINES, INC.; MARK FOR SUMMARY JUDGMENT; DUNKERLEY, AND REMANDING STATE CLAIMS Defendants.

ORDER DENYING PLAINTIFF’S MOTION FOR SUMMARY JUDGMENT; GRANTING IN PART DEFENDANTS’ MOTIONS FOR SUMMARY JUDGMENT; AND REMANDING STATE CLAIMS Plaintiff Reza Lesane (“Plaintiff”) brings claims under federal and state law against his former employer Defendant Hawaiian Airlines, Inc. (“Hawaiian”) and its former CEO, Defendant Mark Dunkerley (“Dunkerley”) (collectively, “Defendants”). Presently before the Court are the parties’ cross-motions for summary judgment on Plaintiff’s affirmative claims and Defendants’ separate motion for summary judgment on some of their crossclaims. For the reasons stated below, Plaintiff’s Motion for Summary Judgment [ECF No. 93] is DENIED; Defendants’ motion [ECF No. 87] is GRANTED IN PART as to Plaintiff’s federal claims; and the parties’ remaining state law claims are REMANDED.

I. BACKGROUND A. Facts1 Around two decades ago, Plaintiff worked as a mechanic for Hawaiian.

ECF No. 88 (“Def. CSF”) ¶ 1; ECF No. 129 (“Pl. CSF”) ¶ 1. During that time, he filed five equal employment charges against Hawaiian and two separate discrimination lawsuits (in 1998 and 2001).2 Def. CSF ¶ 1; Pl. CSF ¶ 1. The parties entered into a settlement agreement in 2001, but issues arose with that

agreement and so, a few months later, they entered into a second settlement agreement. Def. CSF ¶¶ 3–4; Pl. CSF ¶¶ 3–4. These settlement agreements required Plaintiff to release his discrimination claims against Hawaiian, and for

Hawaiian (without admitting fault) to pay Plaintiff $230,000, cover his health insurance premiums until the end of August 2001, and release its claims for sanctions and breach of the first settlement agreement. Def. CSF ¶ 5; Pl. CSF ¶ 5. Relevant here, the agreements also contained confidentiality provisions. Def. CSF

¶ 41; Pl. CSF ¶ 41.

1 Unless otherwise indicated, the following facts are undisputed.

2 Plaintiff is African-American and alleged discrimination based on race. See ECF No. 129-11. About ten years later, in 2010, Plaintiff started working for the Federal Aviation Administration (“FAA”) and in 2012 began inspecting commercial

aircraft, including Hawaiian aircraft, in the Honolulu Certificate Management Office (“CMO”) in his role as a Geographic Maintenance Inspector (“GMI”) for the FAA. Def. CSF ¶ 8; Pl. CSF ¶ 8. Plaintiff never told the FAA that he sued

Hawaiian, received a settlement from Hawaiian, and was receiving health care benefits from Hawaiian—although Plaintiff notes this was because the FAA did not ask him for that information and because an FAA policy document only requires a one-year waiting period between working in the private sector and

working at the FAA, even if the private sector employment ended with a lawsuit. Def. CSF ¶ 9; Pl. CSF ¶ 9. Hawaiian did not object to Plaintiff serving as one of multiple GMIs who could inspect Hawaiian aircraft but could not disrupt

Hawaiian’s operations. Def. CSF ¶¶ 10–11; Pl. CSF ¶¶ 10–11. Still, the parties had some notable interactions. First, in April 2014, a Hawaiian gate agent delayed Plaintiff from entering a restricted area to perform an inspection for 20 minutes; Plaintiff issued an FAA investigation letter, but

ultimately concluded the matter did not warrant legal enforcement. Def. CSF ¶ 12; Pl. CSF ¶ 12. Plaintiff never alleged this incident constituted discrimination or retaliation because it was resolved, did not harm him, and Hawaiian responded to

its agent’s actions. Def. CSF ¶ 13; Pl. CSF ¶ 13. Next, in June 2014, Hawaiian realized it had been providing Plaintiff health care benefits beyond the 2001 cut-off date set forth in the parties’ settlement, and

so notified him that these benefits would be terminated effective June 30, 2014. Def. CSF ¶¶ 14–15. Plaintiff avers that he was unaware the coverage had even continued beyond 2011.3 Pl. CSF ¶¶ 14–15.

A few months after this, Plaintiff reported corrosion on Hawaiian aircraft that resulted in Hawaiian grounding 13 of its aircraft. Def. CSF ¶¶ 16–17; Pl. CSF ¶¶ 16–17. While Defendants contend they grounded the planes based on how Plaintiff reported the corrosion (as compared to its usual experience with

inspectors reporting less serious issues that did not require service interruption), Plaintiff objects that Hawaiian made the determination to ground the planes at its discretion. Def. CSF ¶¶ 16–20; Pl. CSF ¶¶ 16–20. Still, it is undisputed that

Plaintiff did not tell Hawaiian that these groundings were unnecessary, and that Hawaiian’s Principal Maintenance Inspector (“PMI”), i.e., someone more senior than Plaintiff at the FAA, agreed that the corrosion did not render the aircraft unsafe. Def. CSF ¶¶ 18, 21; Pl. CSF ¶¶ 18, 21.

3 The parties’ dispute about health benefits Hawaiian provided to Plaintiff and Hawaiian’s corresponding counterclaims on this topic are the subject of a separate motion for summary judgment also presently before the Court. See ECF No. 84. But those facts and issues are not material to Plaintiff’s federal claims. Because the Court grants judgment in Defendants’ favor on Plaintiff’s federal claims and declines to exercise supplemental jurisdiction over the parties’ remaining state claims, the details relevant to that separate motion need not be addressed herein. The parties’ next interaction—and the key event giving rise to this dispute— occurred in 2017 when Hawaiian learned the FAA promoted Plaintiff to be

Hawaiian’s temporary PMI, meaning he would serve as the primary airworthiness interface between Hawaiian and the FAA. Def. CSF ¶¶ 23–25; Pl. CSF ¶¶ 23–25. Although the parties disagree over the precise contours of a PMI’s powers, they

agree PMIs are tasked with assessing an airline’s compliance with FAA regulations and have authority to recommend fines. Def. CSF ¶ 25; Pl. CSF ¶ 25. Based on this authority, Hawaiian determined Plaintiff’s promotion to PMI presented a direct conflict of interest and an unacceptable risk to its operations, Def. CSF ¶ 26,

although Plaintiff maintains Hawaiian merely wanted to retaliate against him for the lawsuits he filed decades earlier and simply preferred a more lax PMI. Pl. CSF ¶ 26. Hawaiian acted on its concerns by having three employees contact the FAA

to state their belief that, if Plaintiff became Hawaiian’s PMI, his prior lawsuits against Hawaiian created a conflict of interest: Jonathan Goo (senior director of quality assurance) contacted the Honolulu CMO Office Manager; Charles Donley (in-house regulatory counsel) contacted the Director of the Office of Safety

Standards; and Defendant Dunkerley (then-CEO) contacted the FAA Administrator. Def. CSF ¶ 27. After consulting with its legal counsel and labor relations expert, the FAA

agreed, concluding that Plaintiff’s ability to remain impartial while providing regulatory oversight of Hawaiian aircraft – or at least the perception of his impartiality – was in question and presented a risk to the FAA such that it was not

prudent to place him in that PMI position. Def. CSF ¶¶ 29–30, 35, 37. Plaintiff objects that the FAA only acted because it wanted to avoid inserting itself into the parties’ dispute and because the Hawaiian employees relayed false information

about Plaintiff’s job performance to the FAA, although he fails to point the Court to any specific, admissible evidence to support these contentions in his concise statement. Pl. CSF ¶¶ 27, 29–30, 35, 37. Regardless, it is undisputed that only the FAA had the authority to rescind Plaintiff’s PMI offer (which it did) and that its

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Lesane v. Hawaiian Airlines Inc., (D. Haw. 2020).

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