Dutschke v. Piper Aircraft Corp.

• Decision Date: 01 June 1983
• Docket Number: Civ. A. 80-690-B.
• Citation: Dutschke v. Piper Aircraft Corp., 564 F.Supp. 359 (M.D. La. 1983)
• Parties: Robert L. DUTSCHKE and Gem Underwriters Incorporated v. PIPER AIRCRAFT CORPORATION.
• Court: U.S. District Court — Middle District of Louisiana

564 F. Supp. 359

Robert L. DUTSCHKE and Gem Underwriters Incorporated v. PIPER AIRCRAFT CORPORATION.

Civ. A. 80-690-B.

United States District Court, M.D. Louisiana.

June 1, 1983.

Tony B. Jobe, C. James Gelpi, James F. Willeford, New Orleans, La., for plaintiffs.

Donald O. Collins, Warren M. Schultz, Jr., Jones, Walker, Waechter, Poitevent, Carrere & Denegre, New Orleans, La., for defendant.

POLOZOLA, District Judge:

This diversity action was filed by the plaintiffs against the Piper Aircraft Corporation (Piper) to recover damages allegedly resulting from a series of nose gear failures on a private plane owned by the plaintiff, Robert L. Dutschke and leased to his corporation, Gem Underwriters, Inc. Also joined as a plaintiff is United States Fire Insurance Company, which paid for property damage to the plane which was caused by the nose gear failures.

The private plane involved in this case was constructed by a private individual from two other planes which had originally been manufactured by Piper and had been involved in separate plane crashes. Plaintiffs contend that they are entitled to recover from Piper on two grounds: (1) Piper was responsible for the entire defective nose gear assembly; and, (2) the nose gear downlock was improperly and defectively manufactured by Piper. Piper denies any liability to the plaintiffs. For reasons which follow, the Court finds that Piper has no liability to the plaintiffs in this case. Therefore, plaintiffs' suit must be dismissed with prejudice.

In 1978, Dutschke purchased a single-engine, retractable-gear aircraft from Ty Cobb, d/b/a Ty Cobb Aviation, in Baton Rouge. The plane was represented to be a 1977 Piper Cherokee Lance bearing Piper serial number 32R-7780034 and FAA registration number N6638F. During the period that Dutschke owned the plane, from 1978 to 1980, he experienced four nose gear collapses. The last three of these collapses form the basis of this suit.

The evidence presented at the trial revealed that the plane which Dutschke purchased had a long and interesting history. The 1977 Piper Lance bearing serial number 32R-7780034 and FAA registration number N6638F was sold, through a Piper distributor, to Vagabond Aviation of Olympia, Washington. On January 27, 1977, the plane was almost totally destroyed in a crash in the State of Washington. The extent of the damage to the aircraft from this accident is shown on Defendant's Exhibit No. 5. The plane was subsequently deregistered by the FAA. The wreckage was ultimately sold as scrap to John Marrs in Lake Placid, Florida.

Marrs also acquired the scrap from a 1976 Piper Lance bearing serial number 32R-7680237 which had also crashed. This plane had been sold by Piper to the Piper engineering department for experimental flight testing of a new "T-tail" design. The plane was issued a special airworthiness certificate from the FAA and designated as an experimental aircraft. The standard tail was removed and a new "T-tail" was installed on this experimental aircraft.

During a flight test, the plane crashed, resulting in serious damage to the landing gear and wing skin. John Marrs and John Evans, a Piper/FAA coordinator, testified that the nose gear was ripped off the plane. After the crash, the "T-tail" was removed from the plane, and the remainder of the plane was sold as scrap to Joe Marrs, John Marrs' father. The data plate from the plane, containing its serial number and other information was destroyed.

Vincent Tennant, a Piper representative at trial, testified that when Piper sells "scrap", it is useless as an aircraft, although the scrap may be used for parts or for scrap metal.

Using principally the wreckage from the 1976 experimental plane, John Marrs constructed the plane which was ultimately sold to Dutschke. John Marrs also used parts from the plane which had crashed in Washington and from other Piper aircraft. Marrs may have also made some of the parts for the plane. The aircraft data plate from the Washington plane was placed on the newly constructed plane by John Marrs thereby indicating that the "new plane" was the Washington plane which had been "repaired".

It is clear that Piper was not involved in any way with the construction of the "new plane" from the two crashed planes. The reconstructed plane changed hands several times until it was ultimately purchased by Dutschke. Piper was not a party to this sale.

The main problem with the plane which the plaintiff bought from Marrs pertained to the front nose gear. Therefore, the Court believes it would be helpful to describe the function of the retractable nose gear on a Piper Lance with the understanding that Piper was not a participant in the reconstruction of the plane which plaintiff bought. When fully extended, the nose gear is held in position, slightly forward of vertical, by the "drag links". The drag links, which are pictured as Part # 7 in Exhibit PX-1, are two solid, V-shaped pieces of metal positioned somewhat horizontally and hinged together at the points of the "V's". The open end of the forward drag link is bolted on either side of the wheel strut and the open end of the rear drag link is bolted to the frame of the aircraft. The drag links are hinged in such a way that, when they reach a point in rotation slightly over center in a downward direction, they butt ends and can rotate no farther. This is the "down and locked" position of the nose gear. In this position, the plane is supported by the pressure of the drag links against themselves.

The gear is initially forced down by either hydraulic pressure or gravity. The drag links are then held in the down and locked position by gravity, or the weight of the plane, springs and, in part, by a part designated as the downlock. When the gear is retracted, the drag links fold back over center in an upward direction, bringing the nose wheel up into the body of the plane. When the gear is in the down and locked position, the downlock, located at the aft end of the rear drag link, surrounds, but does not actually contact, a metal pin on the engine mount of the plane. The downlock is designed to serve two primary functions. First, it contacts a microswitch which activates the "down and locked" indicator light in the cockpit and turns off the hydraulic system which pumps the gear down if, due to wind conditions, it does not free-fall. Second, the downlock is designed to prevent the drag links from going back over center when the gear hits a rough spot in the runway and keeps the gear from bouncing back over center and collapsing. It is clear that the downlock is not designed to support the weight of the plane. Only the drag links are strong enough to actually support the plane. In short, the Court finds that the breakage of the downlock was a result, but not a cause of the nose gear failure.

In this diversity case the Court must and does apply Louisiana law. To recover in a product liability action under Louisiana law, the plaintiffs must show that a product manufactured by the defendant was defective in design, composition, or manufacture, it was unreasonably dangerous to normal use, and the defective condition of the product caused the damage. Thornhill v. Black, Sivalls & Bryson, Inc., 394 So.2d 1189 (La. 1981), citing Weber v. Fidelity & Casualty Ins. Co. of N.Y., 259 La. 599, 250 So.2d 754 (1971); see also Brown v. Link Belt Division of FMC Corp., 666 F.2d 110 (5th Cir.1982), citing Hill v. City Stores, Inc., 387 So.2d 585 (La.1980).

The Court finds that the plaintiffs have failed to prove that Piper manufactured the nose gear assembly on the reconstructed plane. Piper parts may have been used by John Marrs. However, these parts came from planes which suffered substantial damage in airplane crashes. There is not a scintilla of evidence which shows that Piper participated in the reconstruction of plaintiff's plane or that the reconstruction was performed in accordance with standards and procedures of the Piper Aircraft Corporation. Furthermore, it is clear that the parts of the crashed planes which were...