It's Airlines over Consumers in a Pair of Preemption Decisions
Today we have two cases that illustrate the maxim that if you have a beef with an airline, you're screwed, plain and simple, thanks to federal preemption.
In Hickcox-Huffman v. US Airways, Inc., 2011 WL 1585560 (N.D. Cal. Apr. 27, 2011), a passenger who had paid a $15 baggage fee sued the airline for the return of the fee because it lost her bag. Naturally, this was a putative class action on behalf of all passengers who were charged such fees and their bags were lost or delayed. Her theory was that by charging the $15, the airline assumed a duty to deliver the baggage in a timely manner. She asserted a variety of causes of action, including breach of contract, unjust enrichment, and misrepresentation.
The airline moved to dismiss the claims as preempted by the Airline Deregulation Act of 1978, which provides that "no State . . . shall enact or enforce any law . . . relating to rates, routes, or services of any carrier."
What, then, is a service? And does the timely conveyance of baggage fit within the definition?
The Ninth Circuit has held that although service involves the prices, schedules and other things associated with getting people and "cargo" from point A to point B, it does not include the "provision of in-flight beverages, personal assistance to passengers, the handling of luggage, and similar amenities." Id. at *2 (quoting Duncan v. Northwest Airlines, Inc., 208 F.3d 1112, 1114-15 (9th Cir. 2000)). Naturally, the airline said the plaintiff's bag was "cargo," while the plaintiff said it was "luggage," the handling of which is not a preempted "service."
The court looked to whether the underlying claims frustrate the goal of economic deregulation by interfering with the forces of competition:
Using this approach, this Court believes that Plaintiff's state law claims would do just that. It is obvious that baggage fees are just one of the many fronts on which airlines are doing competitive battle. Indeed, the baggage fees imposed (or not imposed) by each airline has become an important consideration for consumers. . . . In these circumstances, Plaintiff's claims would impermissibly "frustrate the goal of economic deregulation by interfering with the forces of competition."
Id. at *4 (citation omitted). Accordingly, it held that the plaintiff's claims were preempted, and US Airways could keep the $15 it charged to deliver her baggage late.
The passengers were similarly unlucky in National Federation of the Blind v. United Airlines, Inc., 2011 WL 1544524 (N.D. Cal. Apr.25, 2011). There, blind plaintiffs brought a class action because the airline used ticketing kiosks that -- unlike Automatic Teller Machines -- use only visual prompts and fail to include an option for audio prompts for the blind. The plaintiffs sought equitable and declaratory relief under various statutes.
Once again, the court held that the claims were preempted, this time by the Air Carrier Access Act, which prohibits discrimination against disabled people in air travel. The Department of Transportation has specifically addressed the issue of automated kiosks, concluding that if they cannot be used by passengers with a disability, "you must provide equivalent service to the passenger (e.g., by assistance from your personnel in using the kiosk or allowing the passenger to come to the front of the line at the check-in counter)." Id. at *3 (citation omitted). DOT expressed its intent that the regulations have preemptive effect.
The court concluded that "[b]ecause the DOT has pervasively regulated airport kiosk accessibility, plaintiffs' claims are field preempted by the ACCA." Id. at *4.
The court found an additional source for federal preemption in the Airline Deregulation Act that was at issue in Hickcox-Huffman. The court concluded that the airport kiosks -- because they facilitate checking in, printing tickets, selecting seats, and other tasks related to air travel, they are a "service" that falls within the express preemption provision of the ADA.
The plaintiff argued for the "presumption against preemption" and suggested that the Federal Airline Act's savings clause -- "a remedy under this part is in addition to any other remedies provided by state law" -- augured against federal preemption. The court disagreed:
The Airline Deregulation Act unequivocally declared that no state may enact a law related to airline service. Congress could have drawn the preemption provision more narrowly; it did not. The provision does not except discrimination claims from its scope. Thus, this argument must fail.
. . .
. . . This area [of airline travel] has . . . "long been reserved for federal regulation." The presumption against preemption, therefore, does not apply in the instant action. Thus, neither the FAA savings clause nor the presumption against preemption undermine this order's holdings.
Id. at *7 (citations omitted).
As these two decisions -- rendered two days apart -- demonstrate, airlines have powerful preemption arguments against consumer class actions. It remains to be seen whether the reasoning from these decisions -- especially the field preemption conclusion from National Federation of the Blind -- can be easily translated other federal regulatory schemes.


