United States v. Trinity Rolando Cabezas-Montano

949 F.3d 567
Court of Appeals for the Eleventh Circuit·Decided January 30, 2020·No. 17-14294·Published·Cited by 95 cases

Opinion

[PUBLISH]

IN THE UNITED STATES COURT OF APPEALS

FOR THE ELEVENTH CIRCUIT

No. 17-14294

D.C. Docket No. 4:16-cr-10050-KMM-2

UNITED STATES OF AMERICA, Plaintiff-Appellee,

versus

TRINITY ROLANDO CABEZAS-MONTANO, ADALBERTO FRICKSON PALACIOS-SOLIS, HECTOR LEONARDO GUAGUA-ALARCON,

Defendants-Appellants.

Appeals from the United States District Court for the Southern District of Florida

(January 30, 2020)

Before ROSENBAUM, TJOFLAT and HULL, Circuit Judges. HULL, Circuit Judge:

After a jury trial, defendants Trinity Rolando Cabezas-Montano, Hector Leonardo Guagua-Alarcon, and Adalberto Frickson Palacios-Solis appeal their

convictions and sentences under the Maritime Drug Law Enforcement Act (“MDLEA”). See 46 U.S.C. §§ 70501-70508. They were convicted of conspiracy to possess with intent to distribute over five kilograms of cocaine while on board a vessel subject to the jurisdiction of the United States, in violation of 46 U.S.C. § 70506(b), and possession with intent to distribute over five kilograms of cocaine while on board a vessel subject to the jurisdiction of the United States, in violation of 46 U.S.C. § 70503(a)(1).

As to their convictions, the defendants, either together or separately, challenge: (1) the constitutionality of the MDLEA; (2) the district court’s determination of MDLEA subject matter jurisdiction; (3) the delay in presentment for a probable cause hearing; (4) the denial of their motion in limine to exclude evidence of post-arrest, pre-Miranda 1 silence; (5) the sufficiency of the evidence; and (6) the denial of their motions for a mistrial based on the government’s alleged Brady 2 violation. As to their sentences, the defendants, either together or separately, challenge: (1) the constitutionality of the denial of safety-valve relief in their MDLEA case; (2) the denial of a minor-role reduction; and (3) the denial of their motions for a downward variance. They also claim the sentencing court committed procedural error and imposed substantively unreasonable sentences.

1 Miranda v. Arizona, 384 U.S. 436, 86 S. Ct. 1602 (1966).

2 Brady v. Maryland, 373 U.S. 83, 83 S. Ct. 1194 (1963).

After careful review of the record and the parties’ briefs, and with the benefit of oral argument, we affirm the defendants’ convictions and sentences. We start by recounting the trial evidence about the defendants’ crimes. 3 I. FACTUAL BACKGROUND

A. Coast Guard’s Detection of the Go-Fast Vessel On the night of October 24, 2016, the U.S. Coast Guard cutter Hamilton was patrolling in the eastern Pacific Ocean at 10 degrees latitude and 91 degrees longitude, which was approximately 200 miles off the coast of Central America, namely Guatemala and El Salvador. During the patrol, around 9:05 p.m., a Coast Guard marine patrol aircraft notified the Hamilton cutter that it had detected a go- fast vessel (“GFV”) that was traveling northbound at a high rate of speed and was approximately six nautical miles away from the cutter. 4 The target GFV was 30-to-35 feet long, had two outboard engines, and was carrying three passengers on board. GFVs, also known as a “Panga” or “Panga- style” vessels, are small vessels designed to cut through the water with less friction so that they can travel at higher speeds. GFVs are low-profile and have a very

3 While there were two jury trials, the first resulted in a mistrial. The facts we recount are based on the evidence from the second jury trial.

4 Coast Guard personnel testified that, while at sea, they use an international military unit of time called “Zulu.” While it was 9:05 p.m. on October 24, local time when the Coast Guard aircraft contacted the Hamilton cutter, under Zulu time it was 2:05 a.m. on October 25. To avoid confusion, we will refer to local time.

different shape, style, and speed than a fishing boat. Drug smugglers commonly use GFVs to transport drugs and travel at night without navigation lights to avoid detection.

After being notified of the GFV, the Hamilton crew met for a briefing in the cutter’s Combat Information Center (“CIC”). The CIC was equipped with a Forward-Looking Infrared Radar (“FLIR”) system and various other radars that enabled the Coast Guard to monitor nighttime vessel activity on the high seas. The FLIR system uses heat-based infrared detection to create a video in black (the objects emitting more heat) and white (the objects emitting less heat) depicting the activities or objects being monitored. The FLIR system allowed the Coast Guard to see vessels, passengers, and any jettisoned objects at night.

Generally speaking, Coast Guard members in the CIC stay in contact with all other Hamilton units throughout interdictions and keep them updated on the course and distance of target vessels. The three Hamilton units included (1) a helicopter, (2) an over-the-horizon (“OTH”) vessel, and (3) a long-range interceptor (“LRI”) vessel. The helicopter also was equipped with a FLIR monitoring system that recorded its observations on video too. The OTH vessel was equipped with search lights, radar, and weapons. The crew on these Hamilton units were equipped with and used night-vision goggles.

After the CIC briefing, the Hamilton crew decided to dispatch all three

units—the helicopter, OTH vessel, and LRI vessel—to intercept the target GFV. At launch time, it was very dark due to lack of moonlight, but the weather and sea conditions were calm and without wind. B. Helicopter Chase At 9:34 p.m., the Hamilton helicopter launched. At 9:45 p.m., the helicopter located the 30-to-35-foot GFV with two outboard engines that was carrying three individuals. The GFV appeared to be “dead-in-water” but started moving again.5 The helicopter moved alongside the GFV. At this point, the GFV and the helicopter still were approximately 200 to 250 nautical miles from the coast of Central America. The CIC on the Hamilton cutter eventually picked up the GFV on its FLIR and other radar systems and continuously monitored it.

While pursuing the GFV, the Hamilton helicopter crew obtained a statement of no objection from Coast Guard headquarters, entitling it to request that the vessel stop and to fire warning and disabling shots if necessary. The helicopter crew broadcasted orders in English and Spanish for the GFV to stop, ordered the passengers to put their hands up and move to the front of the vessel, and flashed its blue law enforcement lights and Coast Guard emblem. The GFV disregarded the instructions and continued moving in an evasive, zig-zag path. This prompted the helicopter crew to continue its chase and to fire three rounds of warning shots.

5 “Dead-in-water” means that the vessel has stopped and is motionless in the water.

Every fifth round that the helicopter crew fired contained a “tracer round,” a large and easily-visible red glow that detached from the projectile before entering the water. The GFV continued to disobey the orders.

As the helicopter continued to chase the GFV, its crew saw the GFV’s passengers jettisoning packages overboard. One package remained attached to the vessel and dragged behind in the water. The helicopter crew marked the location where the packages were jettisoned with chemical lights and relayed the coordinate positions to the Hamilton cutter. The helicopter FLIR video showed that the GFV’s left side engine was cooler than the right side engine.

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United States v. Trinity Rolando Cabezas-Montano, 949 F.3d 567 (11th Cir. 2020).

949 F.3d 567 (United States v. Trinity Rolando Cabezas-Montano) — published by Counsel Stack Legal Research, free access to 12M+ legal documents.

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