Lowthorp v. Mesa Air Group Incorporated

District Court, D. Arizona·Decided July 22, 2021·No. 2:20-cv-00648·Unknown

Opinion

WO

David G Lowthorp, No. CV-20-00648-PHX-MTL

Plaintiff, ORDER

v.

Mesa Air Group Incorporated, et al.,

Defendants. Plaintiffs bring this federal securities class action pursuant to Sections 11, 12(a)(2), and 15 of the Securities Act of 1933 (the “Securities Act”), 15 U.S.C. § 77a et seq., on behalf of themselves and all others who purchased Mesa Air Group, Inc. (“Mesa Air”) securities “pursuant and/or traceable to” the company’s initial public offering (“IPO”). (Doc. 52 at ¶ 1.) Plaintiffs also assert claims against several Mesa Air officers and board members, as well as the financial institutions that underwrote the IPO. (Id.) Defendants Mesa Air, Jonathan G. Ornstein, Michael J. Lotz, Daniel J. Altobello, Ellen N. Artist, Mitchell Gordon, Dana J. Lockhart, G. Grant Lyon, Giacomo Picco, Harvey Schiller, and Don Skiados’s (collectively, the “Mesa Defendants”) have moved to dismiss all of Plaintiffs’ claims. (Doc. 56.) Defendants Raymond James & Associates, Inc., Merrill Lynch, Pierce, Fenner & Smith Inc., Cowen and Company, LLC, Stifel, Nicolaus & Company, Inc., and Imperial Capital, LLC (collectively, the “Underwriter Defendants”) have joined the Mesa Defendants’ motion. (Doc. 59.) The motion is fully briefed. (Docs. 60, 63.) For the reasons given below, the Court will grant the motion in part. This case arises out of offering documents that Mesa Air filed with the Securities and Exchange Commission (“SEC”) in connection with the company’s IPO. The First Amended Class Action Complaint (the “Amended Complaint”) (Doc. 52) alleges the following facts, which the Court takes as true for purposes of resolving the pending motion. See Everest & Jennings, Inc. v. Am. Motorists Ins. Co., 23 F.3d 226, 228 (9th Cir. 1994). Mesa Air is a regional air carrier. (Doc. 52 ¶ 2.) It operates flights for American Airlines, Inc. (“American”) and United Airlines, Inc. (“United”) pursuant to terms detailed in respective capacity purchase agreements (“CPA”). (Id.) Mesa Air derives all its operating revenue from the CPAs. (Id.) As of March 2018, the American CPA accounted for 54% of Mesa Air’s total revenue; the United CPA supplied the remaining 46%. (Id.) In August 2018, Mesa Air conducted its IPO, selling nearly 11 million shares of common stock to the investing public at $12 per share. (Id. ¶ 59.) The Securities Act generally requires companies to file registration statements with the SEC before selling securities in interstate commerce. See 15 U.S.C. §§ 77d, 77e; see also Omnicare, Inc. v. Laborers Dist. Council Constr. Indus. Pension Fund, 575 U.S. 175, 178 (2015). Thus, ahead of the IPO, Mesa Air filed a registration statement and prospectus with the SEC. (Doc. 52 ¶¶ 57–58.) Of significance here, the registration statement touted Mesa Air’s relationship with American and the company’s operational performance.1 (Id. ¶¶ 66–74, 77.) It indicated that Mesa Air possessed 145 aircraft, including one unassigned operational spare. (Id. ¶ 69.) And the offering documents cautioned investors about risks that may adversely affect Mesa Air’s prosperity. (Id. ¶¶ 79–84.) Soon after the IPO, market analysts initiated coverage of Mesa Air’s financial condition. (Id. ¶ 88.) In an equity research report published by Cowen in September 2018, analysts stated that “Mesa faced a significant amount of maintenance and engine expenses on owned aircraft in the past few years,” but the “maintenance cost bubble is now behind them, which should lead to a stable maintenance outlook for the next few years.” (Id.) In a

1 The specific statements challenged by the Pension Fund are discussed in addressing the parties’ arguments. separate report published by Raymond James, analysts explained that Mesa Air’s earnings per share (“EPS”) was “set to grow sharply in FY19/FY20 due to,” inter alia, a “fall-off in heavy maintenance cost.” (Id. ¶ 89.) On January 31, 2019, Mesa Air filed a Form 8-K with the SEC, announcing that its board of directors had ratified the company’s entry into a term sheet with American, which amended the American CPA. (Id. ¶¶ 77, 92.) The Form 8-K described the CPA amendments as follows: (1) “the conversion of two aircraft under the CPA to operational spares, resulting in a decrease in the number of guaranteed revenue-generating aircraft operated by Mesa for American from 64 to 62, effective April 1, 2019;” (2) new and revised operational performance criteria; and (3) if Mesa Air “failed to comply with the new and revised operational performance criteria, American would have the unilateral right to permanently withdraw one aircraft from the CPA, up to two aircraft from the CPA in any calendar month, and up to six aircraft in total.”2 (Id. ¶ 92.) Mesa Air’s chief executive officer, Jonathan Ornstein, discussed the American CPA amendment with investors during a quarterly earnings call in February 2019. (Id. ¶ 94.) He explained: “About a year ago, American talked [to] us about raising our performance levels” because the pre-amendment criteria “were certainly far below” the industry standard. (Id.) In May 2019, Mesa Air reported disappointing quarter two financial and operating results. (Id. ¶ 96.) The company reported adjusted net income of $16 million and adjusted EPS of $0.46, which fell below analysts’ estimates of $0.55 per share. (Id.) As to total operating revenue, Mesa Air reported $177 million, $1.5 million less than analysts’ estimates. (Id.) During a corresponding earnings call, Mr. Ornstein stated: “We knew that in the last year, 18 months, I mean, we were hamstrung by the fact that we had expanded a lot, we needed more pilots, we got hung up a little bit in pilot training, maintenance became more difficult in terms of qualified maintenance people. And we’re just sort of finally putting all that together.” (Id. ¶ 99.) The company’s financial woes continued through quarter three. (Id. ¶ 101.) It

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Lowthorp v. Mesa Air Group Incorporated, (D. Ariz. 2021).

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