Robinson Helicopter Co., Inc. v. Dana Corp.

102 P.3d 268, 22 Cal. Rptr. 3d 352, 34 Cal. 4th 979, 2004 Cal. Daily Op. Serv. 11271, 2004 Cal. LEXIS 12219
CourtCalifornia Supreme Court
DecidedDecember 23, 2004
DocketS114054
StatusPublished
Cited by422 cases

This text of 102 P.3d 268 (Robinson Helicopter Co., Inc. v. Dana Corp.) is published on Counsel Stack Legal Research, covering California Supreme Court primary law. Counsel Stack provides free access to over 12 million legal documents including statutes, case law, regulations, and constitutions.

Bluebook
Robinson Helicopter Co., Inc. v. Dana Corp., 102 P.3d 268, 22 Cal. Rptr. 3d 352, 34 Cal. 4th 979, 2004 Cal. Daily Op. Serv. 11271, 2004 Cal. LEXIS 12219 (Cal. 2004).

Opinions

Opinion

BROWN, J.

In this case, we decide whether the economic loss rule, which in some circumstances bars a tort action in the absence of personal injury or physical damage to other property, applies to claims for intentional misrepresentation or fraud in the performance of a contract. Because plaintiff Robinson Helicopter Company, Inc.’s (Robinson) fraud and intentional misrepresentation claim, with respect to Dana Corporation’s (Dana) provision of false certificates of conformance, is an independent action based in tort, we conclude that the economic loss rule does not bar tort recovery.

[985]*985Facts

The underlying facts are undisputed and largely immaterial to this question of law. We therefore adopt our statement of facts from that of the Court Appeal.1

Robinson is a manufacturer of helicopters. Its R22 model is a two-seat helicopter used as a primary trainer for pilots. The R44 model is a heavier model used for a wide variety of purposes. Both of these models use sprag clutches manufactured by Dana’s Formsprag division. The sprag clutch on a helicopter functions like the “free wheeling” clutch mechanism on a bicycle where the rider transmits power to the rear wheel by operating the pedals, but when the rider stops pedaling, the wheel continues to rotate. A sprag clutch is primarily a safety mechanism. If a helicopter loses power during flight, the sprag clutch allows the rotor blades to continue turning and permits the pilot to maintain control and land safely by the “autorotating” of the rotor blades.[2] [f] [] At all relevant times, Dana’s Formsprag division was the only manufacturer of the sprag clutches that Robinson required for its R22 and R44 helicopters.

All aircraft manufacturers in the United States, including Robinson, must obtain a “type certificate” from the Federal Aviation Administration (FAA). The type certificate freezes the design as of the date the certificate is issued. Every aircraft made pursuant to the certificate must be produced exactly in accordance with that certificate. Any proposed changes must first be submitted to and approved by the FAA. The components of the sprag clutch must be ground to precise tolerances, measured in thousandths of an inch, to avoid distortions that lead to cracking and failure. Pursuant to the type certificate issued to Robinson by the FAA for the R22 and R44 models, the parts of the sprag clutches, including the sprag ears, were required to be ground at a particular level of hardness to assure their metallurgical integrity. The required level of hardness of the R22 and the R44 clutches, pursuant to the type certificates, was described as “50/55 Rockwell” (50/55).

Between 1984 and July 1996, Robinson purchased 3,707 sprag clutches from Dana. Each was ground to the required 50/55 level of hardness. There were only three incidents of cracking or failure of these sprag ears, a rate of [986]*9860.03 percent. In July 1996, Dana changed its grinding process to a higher, “61/63 Rockwell” (61/63) level of hardness. Dana did not notify Robinson or the FAA of this changed[3] After such change was made in the grinding process, Dana nonetheless continued to provide written certificates to Robinson with each delivery of clutches that the clutches had been manufactured in conformance with Robinson’s written specifications (which specifications prohibited unapproved changes in Dana’s manufacturing process).[]

In October 1997, again without notifying either Robinson or the FAA, Dana changed its grinding process back to the 50/55 level of hardness that was required by its contract with Robinson. Beginning in early 1998, the sprag clutch ears that had been ground at the 61/63 level of hardness and sold to Robinson experienced a failure rate of 9.86 percent.[] This compared with a failure rate for clutches manufactured before July 1996 of 0.03 percent and 00.0 percent for clutches manufactured after October 1997.

Between August 24, 1998, and November 30, 1998, Robinson sent several letters to Dana reporting that 11 clutch assemblies with cracked sprags had been returned to Robinson from its operator customers. Each of these assemblies was ultimately traced to serial numbers of Dana sprag clutches that had been sold to Robinson during the period that Dana was grinding the clutches to the higher 61/63 level of hardness. On November 30, 1998, during a conference call between Robinson and Dana officials, Dana disclosed, for the first time, that it had used the 61/63 hardness level in its manufacturing process during the period July 1996 to October 1997.

Although it was a disputed issue, the record reflects that substantial evidence was presented at trial demonstrating that the higher failure rate of Dana’s sprag clutches manufactured during the July 1996 to October 1997 period was due to the higher hardness level to which they had been ground. Fortunately, these clutch failures did not result in any helicopter accident and there were no incidents of injury or property damage that were caused by any clutch defect or failure, nor did any of the defective clutches cause any damage to other parts of the helicopters in which they had been installed.

Nonetheless, Robinson was ultimately required by the FAA and its British equivalent, the Air Accidents Investigation Branch of the United Kingdom’s Department of Transport [], to recall and replace all of the faulty clutch assemblies (i.e., those manufactured with Dana’s sprag clutches ground to the higher hardness level of 61/63 rather than the 50/55 level required by the Robinson specifications). This led to a total claimed expense to Robinson of [987]*987$1,555,924, which represented the cost of (1) replacement parts, and (2) substantial employee time spent investigating the cause of the malfunctioning parts and the identification and replacement of parts on helicopters that had already been sold to customers.

There were approximately 990 sprag clutches that were ultimately identified as having been manufactured at the higher nonconforming level of hardness. It was important to Robinson that the defective clutches be identified as soon as possible so that it could effect full replacements before any accident might occur. Although Dana had disclosed on November 30, 1998, that it had previously changed the hardness level, it did not provide Robinson with the necessary serial and lot number information until February 12, 1999, despite repeated demands therefor.[4]

When this information was finally provided and Robinson was able to identify the clutch assemblies that had to be replaced, it submitted the necessary orders to Dana,[5] together with a request that the issue as to which party would bear the cost of such replacement parts be left for later determination. Dana, however, disputed any liability, and, in fact, claimed that Robinson’s problems were due to its own inadequate designs that placed too much stress on the clutch assemblies. Dana refused to ship any new clutches except on a COD or other assured payment basis.

Having no alternative, Robinson went forward, incurred the costs described above, purchased the new clutches, and effected the necessary replacements. It then filed this action alleging causes of action for breach of contract, breach of warranty and negligent and intentional misrepresentations.

Free access — add to your briefcase to read the full text and ask questions with AI

Related

Blumberg v. Stroma Medical Corp. CA4/3
California Court of Appeal, 2025
Zang v. Xu CA2/3
California Court of Appeal, 2023
Martin v. National Autopsy Experts, LLC CA4/1
California Court of Appeal, 2023
JPV I L.People v. Koetting
California Court of Appeal, 2023
Sanders v. Madden CA2/7
California Court of Appeal, 2023
Bird v. Globus Medical, Inc.
E.D. California, 2020
Wilson v. FCA US LLC
E.D. California, 2020
American Rag v. Haralambus CA2/5
California Court of Appeal, 2015
Los Angeles Memorial Coliseum Commission v. Insomniac, Inc.
233 Cal. App. 4th 803 (California Court of Appeal, 2015)
State Ready Mix, Inc. v. Moffatt & Nichol
232 Cal. App. 4th 1227 (California Court of Appeal, 2015)
Sector 10 v. Myers CA1/1
California Court of Appeal, 2015
Davis v. Wells Fargo Bank CA4/2
California Court of Appeal, 2014
Lu v. Deng CA6
California Court of Appeal, 2014
Ceraolo v. Citibank CA6
California Court of Appeal, 2014

Cite This Page — Counsel Stack

Bluebook (online)
102 P.3d 268, 22 Cal. Rptr. 3d 352, 34 Cal. 4th 979, 2004 Cal. Daily Op. Serv. 11271, 2004 Cal. LEXIS 12219, Counsel Stack Legal Research, https://law.counselstack.com/opinion/robinson-helicopter-co-inc-v-dana-corp-cal-2004.