Miller v. Badgley

753 P.2d 530, 51 Wash. App. 285
CourtCourt of Appeals of Washington
DecidedMay 4, 1988
Docket19647-2-I; 20508-1-I
StatusPublished
Cited by73 cases

This text of 753 P.2d 530 (Miller v. Badgley) is published on Counsel Stack Legal Research, covering Court of Appeals of Washington primary law. Counsel Stack provides free access to over 12 million legal documents including statutes, case law, regulations, and constitutions.

Bluebook
Miller v. Badgley, 753 P.2d 530, 51 Wash. App. 285 (Wash. Ct. App. 1988).

Opinion

Swanson, J.

Earl and Linda Miller appeal from a judgment awarding damages to Carole Badgley in connection with the sale of a boat. The Millers contend the trial court erred in determining that they breached an implied warranty of merchantability by selling a sailboat with a structural defect in the hull-to-keel connection. In a consolidated appeal, Badgley challenges the trial court's denial of her motion for an award of attorney's fees, costs, and sanctions on a supersedeas matter.

In 1978 the Millers purchased the Bonnie, a 44-foot fiberglass sailboat, from Miller Marine, Inc., on Bainbridge Island. Earl Miller was the president and principal stockholder of the company, which specialized in custom-built sailboats. 1 Miller had been in the boat building business before forming Miller Marine in 1977 and is a well known builder, sailor, and boat racer. According to one expert witness, Earl Miller "built the biggest, fanciest fiberglass boats that have ever been built in Seattle ..."

The Bonnie is a relatively lightweight, high-performance racing sailboat, with a deep draft, high rigging, and flush deck, but she is also suitable for cruising. For 3 years, the Millers raced the Bonnie in approximately 25 races per year, including the Swiftsure competition out of Victoria, British Columbia.

In 1981 Carole Badgley, who was interested in a Miller 44 saw an advertisement from a boat brokerage company for the Bonnie. After viewing the Bonnie on Bainbridge Island, Badgley began negotiations with Earl Miller. Badgley told *288 Miller that she planned to live on the Bonnie and use it for ocean cruising. Miller advised her that the boat was suitable and safe for these purposes and that the Bonnie was in fact "beefier" in its construction to ensure safety because his family was often on board. Miller also informed Badgley that the Bonnie was designed by Peter Hatfield, a noted Canadian designer, but did not tell her that he himself had modified the original plans and that the Bonnie "was not a standard Miller 44, by a long shot."

Miller's design modifications included the hull-to-keel connection, an area known as the "tuck," where the hull bends down to meet the top of the keel. This area is subject to substantial stress as a sailboat heels over. Miller, who is not an engineer, did not have the modification analyzed for structural sufficiency, but relied on his "common sense and . . . experience."

On April 6, 1981, the parties executed a sales agreement for the Bonnie; the purchase price was $135,200 payable in installments. The agreement, which was drafted by a mutually chosen attorney, provided that Badgley accepted the Bonnie "in its present condition." The sale was also subject to a marine survey to be performed at Badgley's option. The survey was performed, the Bonnie was pronounced "seaworthy," and Badgley took possession in June 1981. Within several months, Badgley and her son began to race the Bonnie regularly. During the next 4 years, Badgley raced the Bonnie some 35 times.

Because of a minor but persistent leak, Badgley hired Daniel Mahler, a licensed naval architect and engineer, to analyze the problem. Mahler concluded that the hull-to-keel connection was structurally weak, a deficiency that in his opinion caused excessive flexing and permitted the water to work its way through the hull. Mahler recommended that fiberglass reinforcement be added in the outer tuck area and that additional "floors," rib-like crosspieces, be placed inside the hull at the connection. These repairs were carried out in two stages in 1983 and 1985. Badgley continued to pay the monthly installments pursuant to the *289 sales contract and eventually paid off all but $6,000 of the purchase price, which she withheld for the structural repairs.

On May 23,1984, Miller filed the instant lawsuit, seeking to collect the $6,000 due on the underlying promissory note. Badgley counterclaimed, alleging, inter alia, that Miller had breached an implied warranty of merchantability. Trial began on September 15, 1986, and focused on Badgley's counterclaim. Mahler testified that engineering calculations — including the "section modulus" — based primarily on standards developed by Lloyd's of London, indicated that the Bonnie was built with one-third of the required strength at the hull-to-keel connection. Mahler described the defect as major:

This is a very high area of stress. The problem typically occurs in an effort to keep weight down and so forth . . . There is a squeeze, and this area becomes weakened. If this continues to flex excessively, it will form a fatigue crack in these areas.
These leaks were in the process of, I believe, much more serious consequences that would have occurred had this vessel gone to sea and been exposed to 24 hour type of sea loadings, tacking, broaching, so forth than can occur when one cruises a boat, and so I view this as a failure as either — the keel literally could fall off the boat, but more likely it would open up in this corner and leak . water very heavily, to the point that the vessel would sink.
That's the danger you are trying to prevent when you design and engineer these joints in sailboats.

In response, Miller presented testimony from several experts, including Robert Perry, a noted yacht designer and technical editor for sailing publications. Perry stated that the Bonnie complied with ABS (American Bureau of Shipping) standards in the number of floors and that she was structurally safe as designed. Perry acknowledged, however, that his analysis did not involve the "section modulus" of the stiffeners. None of Miller's witnesses was a licensed engineer or naval architect qualified to do the analysis performed by Mahler.

*290 The trial court found that the Bonnie's hull-to-keel connection was defectively designed and inadequate for its intended uses. The court also determined that Miller was a "merchant" within the meaning of the Uniform Commercial Code (U.C.C.) and that he had therefore breached the implied warranty of merchantability. Badgley was awarded about $20,000 in damages for the repairs, $3,000 for loss of use while the boat was being repaired, $8,500 in attorney’s fees, and $1,600 in costs. Findings of fact, conclusions of law, and a judgment to this effect were entered on November 13, 1986.

When, as here, the trial court has weighed the evidence, our review is limited to determining whether the trial court's findings are supported by substantial evidence and, if so, whether the findings, in turn, support the conclusions of law and judgment. Holland v. Boeing Co., 90 Wn.2d 384, 390, 583 P.2d 621 (1978). Even where the evidence is conflicting, we need determine only whether the evidence most favorable to the respondent supports the challenged findings. Thomas v.

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Bluebook (online)
753 P.2d 530, 51 Wash. App. 285, Counsel Stack Legal Research, https://law.counselstack.com/opinion/miller-v-badgley-washctapp-1988.