TransiLift Equipment, Ltd. v. Warren Wayne Cunningham

360 S.E.2d 183, 234 Va. 84, 4 Va. Law Rep. 467, 1987 Va. LEXIS 250
CourtSupreme Court of Virginia
DecidedSeptember 4, 1987
DocketRecord 841497
StatusPublished
Cited by28 cases

This text of 360 S.E.2d 183 (TransiLift Equipment, Ltd. v. Warren Wayne Cunningham) is published on Counsel Stack Legal Research, covering Supreme Court of Virginia primary law. Counsel Stack provides free access to over 12 million legal documents including statutes, case law, regulations, and constitutions.

Bluebook
TransiLift Equipment, Ltd. v. Warren Wayne Cunningham, 360 S.E.2d 183, 234 Va. 84, 4 Va. Law Rep. 467, 1987 Va. LEXIS 250 (Va. 1987).

Opinion

STEPHENSON, J.,

delivered the opinion of the Court.

This is an appeal from a judgment in a products liability case. A jury returned a verdict in favor of Warren Wayne Cunningham against TransiLift Equipment, Ltd. (TransiLift), for $255,000, and the trial court entered judgment on the verdict. In this appeal, TransiLift contends that the judgment should be reversed and final judgment entered in its favor because Cunningham made pretrial discovery admissions that conclusively established facts inconsistent with his theory of defect and causation. Alternatively, TransiLift contends that the trial court erred in admitting certain damage evidence and that the verdict is excessive.

Cunningham sued Greater Lynchburg Transit Company (Transit Company), TransiLift, and Muncie Reclamation and Supply (Muncie). He alleged that he was injured when the wheelchair in which he was seated was thrown backwards off a lift for handicapped bus passengers. The lift was manufactured by TransiLift, sold by Muncie, and operated by Transit Company. Cunningham’s action against TransiLift and Muncie sounded in warranty and negligence; his suit against Transit Company was for negligent operation of the lift. Cunningham took a nonsuit as to Muncie prior to trial and a nonsuit as to Transit Company after he rested his case.

An employee of TransiLift installed the lift on a bus owned by Transit Company. The lift is a device that forms from the steps on a bus. It is designed so that a bus driver can convert the steps into a platform that can be lowered and raised, thereby allowing wheelchair passengers to board the bus.

A bus driver can operate the lift by using a control that is mounted on the dashboard of the bus to the right of the steering wheel. When a wheelchair passenger desires to board the bus, the driver operates the lift as follows: After turning on the main power switch, the driver pulls the “steps-platform” switch outward and to the right, causing the steps to convert into a platform that forms at the floor level of the bus. He then lowers the platform to *87 ground level by pushing downward on the “up-down” switch. When the platform reaches ground level, the wheelchair passenger rolls onto the platform. The driver then raises the platform back to floor level by pushing upward on the “up-down” switch. After the wheelchair passenger has rolled his wheelchair onto the bus, the driver reconverts the platform into steps by pulling the “steps-platform” switch outward and to the left. Finally, he turns off the power switch.

A person also may operate the lift by using electrical override controls located in the floor of the bus immediately behind the right front wheel well. These controls allow the operator to bypass a malfunction in the device.

After the lift had been installed, Transit Company decided to demonstrate its operation for the news media. Transit Company asked Cunningham, who was and still is a quadriplegic confined to a wheelchair, to participate in the demonstration, and he agreed to do so.

On April 28, 1980, the day of the accident, a Lynchburg televi-, sion station film crew was present to film the demonstration. In addition to Cunningham, three Transit Company employees were present: Sam Smith, the General Manager, Rick Taylor, the Assistant General Manager, and Walter Apperson, a supervisor of bus operators.

When the demonstration began, Apperson operated the device from the driver’s seat with the dash-mounted controls. He first caused the device to go through a complete cycle (from steps to platform and back to steps) without having anyone on the lift. The lift worked perfectly.

Apperson then converted the steps into a platform, lowered it to ground level, and Cunningham rolled his wheelchair onto the lift. Apperson raised the lift to the floor level of the bus, where it stopped. He then lowered Cunningham to the ground. The lift worked properly. As Apperson began to raise Cunningham a second time, the lift began to fold and went halfway into the “step mode,” throwing Cunningham and his wheelchair backwards off the lift and onto the ground.

After Cunningham had been helped back into his wheelchair, Smith approached him and said “human error” had caused the accident. Smith asked Cunningham if he felt like continuing with the demonstration. Cunningham agreed to participate in a second demonstration.

*88 Because Smith could not make the lift work from the driver’s controls, he used the override controls in the floor of the bus. Using these controls, the lift raised and lowered Cunningham without incident.

After the accident, TransiLift’s General Manager, Robert West, inspected the device. West observed that although the dash-mounted controls would make a platform and lower the lift, only the electrical override controls would raise the platform or allow it to be stored back into steps at floor level.

After removing the cover of a sealed electrical control box located inside the power module, West discovered that an electrical terminal connection had become disengaged. West explained that the “terminal fork, itself, had not become disengaged, but rather the insulated conductor had become separated from the mechanically crimped terminal fork.”

After “[a] new terminal fork was reinstalled and reconnected to the respective terminal,” the lift properly performed all of its design functions from the dash-mounted controls. West concluded that the disengaged wire had caused the device to malfunction when operated from the driver’s seat using the dash-mounted controls.

Cunningham called Bernard Cooper, a consulting mechanical and electrical engineer, as an expert witness. Based upon West’s findings and his own inspection, Cooper opined that the accident occurred when the wire became disengaged from its proper connector and made contact with another terminal in the electrical control box, causing the lift to drop suddenly and to begin forming steps. Cooper conceded, however, that after this occurred, the lift could not have been raised by using the dash-mounted controls.

TransiLift first contends in this appeal that Cunningham cannot be allowed to rely on portions of his trial testimony that tend to prove facts different from facts established by certain responses to requests for admissions he made pursuant to Rule 4:11. Thus, our task is to determine whether, under the circumstances of this case, Cunningham is bound by his pretrial responses as a matter of law.

. The pertinent facts and circumstances germane to this inquiry are as follows: Cunningham gave certain answers in pretrial discovery, some by answers to interrogatories, Rule 4:8, and others by depositions, Rule 4:5. In those discovery procedures, Cunningham stated that Sam Smith operated the lift after the accident from the dash-mounted controls and the lift functioned normally. *89 He also stated that while he was on the lift and the platform had been raised to floor level, Smith was unable to lower the lift using the driver’s controls and lowered him by using the override controls.

Subsequently, TransiLift filed requests for admissions and asked Cunningham to state whether his deposition statements and interrogatory answers were true and accurate.

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Bluebook (online)
360 S.E.2d 183, 234 Va. 84, 4 Va. Law Rep. 467, 1987 Va. LEXIS 250, Counsel Stack Legal Research, https://law.counselstack.com/opinion/transilift-equipment-ltd-v-warren-wayne-cunningham-va-1987.