United States v. Scot Spencer

129 F.3d 246, 214 B.R. 246, 1997 U.S. App. LEXIS 29881, 1997 WL 691078
CourtCourt of Appeals for the Second Circuit
DecidedOctober 30, 1997
Docket1031, Docket 96-1460
StatusPublished
Cited by24 cases

This text of 129 F.3d 246 (United States v. Scot Spencer) is published on Counsel Stack Legal Research, covering Court of Appeals for the Second Circuit primary law. Counsel Stack provides free access to over 12 million legal documents including statutes, case law, regulations, and constitutions.

Bluebook
United States v. Scot Spencer, 129 F.3d 246, 214 B.R. 246, 1997 U.S. App. LEXIS 29881, 1997 WL 691078 (2d Cir. 1997).

Opinion

WALKER, Circuit Judge:

Defendant-appellant Scot Spencer appeals from a judgment of conviction following a jury trial in the United States District Court for the Eastern District of New York (Reena Raggi, District Judge). The jury found Spencer guilty of bankruptcy fraud in violation of 18 U.S.C. § 152 and conspiracy to commit bankruptcy fraud in violation of 18 U.S.C. § 371. On May 23, 1996, Spencer was sentenced in principal part to a term of fifty-one months of imprisonment and three years of supervised release.

On appeal, Spencer argues that his conviction for bankruptcy fraud was based on legally insufficient evidence; that his conviction for conspiracy to commit bankruptcy fraud cannot stand because the government failed to prove the existence of a eoconspirator; and that in various respects his sentence violated the United States Sentencing Guidelines.

We affirm.

BACKGROUND

This case arises from Spencer’s inability to disassociate himself from the most recent reincarnation of Braniff Airlines. The original Braniff Airlines (“Braniff I”), founded in the early days of commercial aviation, filed *249 for bankruptcy in 1982. Subsequently, an investment group purchased Braniffs name and certain assets to form another airline, Braniff, Inc. (“Braniff II”). In 1988, a corporation controlled by Jeffrey Chodorow and Arthur Cohen purchased a controlling interest in Braniff II. In 1989, Braniff II ceased operations and filed for bankruptcy. In 1990, Chodorow and Cohen, seeking to restart Braniff Airlines, formed a holding company named BNAir, Inc. and purchased the Braniff name from the Braniff II bankruptcy estate. Spencer was named president of BNAir. However, BNAir could not offer commercial passenger service without obtaining a “certificate of public convenience and necessity” from the United States Department of Transportation (“DOT”). See 49 U.S.C. § 41102(a). The DOT requires that applicants for such a certificate pass a fitness test. See 49 U.S.C. § 41102(b)(1).

In a meeting between BNAir and DOT in January 1990, the DOT advised BNAir that it had significant objections to BNAir’s proposed passenger service. In particular, DOT expressed its concern about Spencer’s role with the company, citing his lengthy criminal history and poor performance record with Braniff II.

Faced with this obstacle, BNAir decided to obtain the necessary certificate by a different route. In late 1990, BNAir entered into a purchase agreement with Emerald Air, Inc., an airline in bankruptcy that already possessed the necessary certificate. As a result of the purchase agreement, BNAir and Emerald merged and named the resulting entity Braniff International Airlines, Inc. (“Braniff”). The DOT continued to raise questions about, among other things, Spencer’s involvement in the resulting airline and the agency commenced a review of Emerald’s continued fitness to possess a certificate.

In May 1991, DOT informed Braniff that Chodorow, Cohen and Spencer must submit sworn affidavits to the DOT attesting that Spencer would hold no position and have no involvement in Braniff. The DOT stated that it would refuse to certify the airline in the absence of the affidavits. On May 31, 1991, the requested affidavits were submitted. In his affidavit, Spencer stated that he would not hold any position or have any direct or indirect involvement in Emerald or any successor carrier. He promised not to make decisions on behalf of the carrier, commit the carrier in any way, direct any of its employees, or provide it with any consulting or advisory services. The DOT reissued Emerald’s certificate to Braniff and Braniff commenced passenger service in July 1991.

This latest Braniff fared no better than its predecessors and in August 1991 filed a Chapter 11 bankruptcy petition. In September 1991, Chodorow became Braniffs President and Chief Executive Officer.

Despite the representations in the affidavits submitted to the DOT, Spencer remained heavily involved in the operations of Braniff both before and after it filed under Chapter 11. Although it was a point of dispute at trial, Spencer now concedes that he “acted openly and flagrantly on behalf of Braniff.” Appellant Spencer’s Br. at 7.

It was Spencer’s effort to receive compensation surreptitiously for his services to Braniff that led to his convictions for bankruptcy fraud and conspiracy. Spencer’s scheme was to launder Braniffs payments to him and thereby conceal them from the bankruptcy court and Braniffs creditors through an advertising agency owned by one Stephen Pliss. In January 1992, Pliss met with Spencer and Spencer’s father to discuss placing the airline’s advertising in various newspapers. According to Pliss, the usual industry practice prior to 1980 was for advertising agencies to bill their clients for the full amount of an advertisement but receive a 15% discount from the newspaper which the agency would keep as a commission. After 1980, however, fewer clients permitted agencies to keep the full 15% as a commission and it was customary for advertisers to negotiate a lower rate with agencies. According to Pliss, when he negotiated with Spencer, he initially asked Spencer for a 7.5% commission, but ultimately accepted 4%.

After agreeing upon the 4% commission, Spencer asked Pliss, and Pliss agreed, not to return directly to Braniff the 11% balance of the 15% commission, but instead to disburse 10% to Spencer and 1% to Spencer’s father. *250 Spencer received payments from Pliss in this manner from January to April 1992. During this period, Spencer played a significant role in directing Braniffs advertising budget, other payments from Braniff to Pliss, and the overall operations of Braniff. As a company operating under the protection of Chapter 11, Braniff was required to submit reports accounting for its expenditures to the bankruptcy court and its creditors. None of these reports reflected the payments made to Spencer. Pliss testified that he believed the payments to Spencer were in fact refunds to Braniff.

Evidence at trial demonstrated further that on several occasions Braniff paid Pliss more than the total cost of the advertising placed by Pliss. On one occasion Pliss was overpaid by $72,554. Pliss passed these overpayments along to Spencer pursuant to Spencer’s instructions. Spencer received a total of $351,411 from Pliss, most of it from the advertising discounts but also $97,500 from the “overpayments.”

In March 1992, the Federal Aviation Administration (“FAA”) and the DOT told Braniff that they were informed that Spencer was acting in a management capacity at the airline and that the FAA was considering whether to suspend the airline’s authority to operate. In meetings with the FAA and DOT, Chodorow denied that Spencer was involved in any capacity with Braniff and submitted another affidavit swearing that Spencer had not been involved with Braniff since July 1, 1991.

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Bluebook (online)
129 F.3d 246, 214 B.R. 246, 1997 U.S. App. LEXIS 29881, 1997 WL 691078, Counsel Stack Legal Research, https://law.counselstack.com/opinion/united-states-v-scot-spencer-ca2-1997.