Opinion · United States Court of Claims
Causby v. United States
Causby v. United States, 60 F. Supp. 751 (Ct. Cl. 1945)
- Type
- Opinion
- Court
- United States Court of Claims
- Jurisdiction
- Federal
- Date
- 1945-06-04
- Topic
- general
How later courts describe this case
- noise from low flying aircraft caused chickens on chicken farm to fly into wall and die
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UpLaw has not yet analyzed Causby v. United States. The absence of a flag is not a finding that it is good law.
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CAUSBY v. UNITED STATES, (1945)
60 F. Supp. 751
CAUSBY et ux. v. UNITED STATES.
No. 46054.
United States Court of Federal Claims.
June 4, 1945.
West Page 752
Judgment for plaintiffs.
This case having been heard by the Court of Claims, the court, upon the evidence and the report of a commissioner, makes the following special findings of fact:
1. Plaintiffs, Thomas Lee Causby and Tinie Causby, his wife, are residents of the State of North Carolina, and own Lot No. 32 in the "Lindley Subdivision," Friendship Township, Guilford County, North Carolina, containing 2.8 acres, subject to a mortgage lien in the amount of nine hundred dollars in favor of C. O. Meredith of Greensboro, North Carolina. On this land are the following improvements:
A six-room painted, frame dwelling house with a bath and hot and cold water, one 20 x 20 two-story chicken house with automatic water system, built on concrete with metal roof and painted, one 20 x 32 combination chicken house, one brooder house, ceiled, with shingle roof, one 20 x 20 one-story chicken house, with water and connections in all the above, one feed house, 10 x 10, one garage, two rain shelters, two summer sheds, some hog houses and hog lots, and a wire fence, one well and pressure water system.
Plaintiffs purchased this property in 1934, the improvements were completed in 1937 and plaintiffs and their family have lived there continuously since 1937 up to the present time, except approximately two months early in 1944. The property consists of a strip of land measuring on the south on Federal Highway No. 421, approximately 100 feet, and extends north of equal width approximately 1,200 feet to property of one Boren. The property is located about eight miles west of the City of Greensboro, North Carolina. Plaintiffs' chief business was operation of a chicken farm of considerable volume on the property and raising chickens for breeding purposes. The improvements are in fairly good state of repair.
2. The Greensboro-High Point Municipal Airport Authority operates an airport covering a considerable acreage of land, under and by virtue of an enabling Act of the North Carolina Legislature, passed in 1941. The airport was activated in April 1942. It is located about eight or nine miles west of the City of Greensboro, North Carolina, on Federal Highway No. 421. The present Authority is the successor in title to the property from some former Authority as to which the proof is unsatisfactory.
3. In 1927 or 1928 there was a landing field on the site of the present airport with a wooden hangar and small administration building. A weather bureau was established during that early period. The field was used by civilians who flew the planes in use at that time. It is not shown at what definite time later the field developed into an authorized airport, but from 1927West Page 753or 1928 the site has been in continuous operation for airplanes, and for a long time prior to the execution of the lease to the defendant, mentioned in finding 5, it was an authorized airport, use of which was made by mail planes, commercial airliners, and civilian planes.
During the year 1939 extensions were made to one or both runways, but no hard-surface extensions have been made since that date. There was no control tower for directing the operation of planes prior to July 1943. Traffic was not heavy until the present war.
4. Located on and forming a part of the airport and the airport property are two runways. One runway, designated as the northeast-southwest runway, is 150 feet in width and 4,000 feet in length. The other runway designated as the northwest-southeast runway is 150 feet in width and 3,370 feet in length. These runways are both asphaltic concrete pavement runways.
5. On May 11, 1942, a lease was entered into by and between the Greensboro-High Point Airport Authority and the United States of America, which contained the following provisions:
"2. The Lessor hereby leases to the Government the following-described premises, viz: the Greensboro-High Point Airport, plat of which is hereto attached, marked `Exhibit A,' and made a part of this lease. It is understood and agreed that the full, exclusive and unrestricted use of same by the Government shall be exercised concurrently, jointly, and in common with the Lessor and its tenants. It is further agreed and understood that the Lessor leases to the Government the present steel hangar located on said airport property, and ten acres of land, more or less, adjoining the said hangar, for the exclusive use of the Government. Tile said hangar and ten-acre tract of land, more or less, is designated by red lines on the plat marked `Exhibit A.' However, it is understood and agreed that the Lessor retains the right of ingress, egress, and regress for the purpose of servicing and inspecting the water pump which is located on said tract of land, to be used exclusively for the following purposes (see instruction No. 3): Requirements of the War Department."
The term for which the lease was given commenced June 1, 1942, and ended June 30, 1942, with provision for renewal until June 30. 1967, or six months after the end of the present national emergency whichever shall first occur. The lease has been renewed and is in operation.
The United States erected a hangar barracks and other operational buildings on the ten acres adjoining the airport property which it leased from the Authority, and it controls the military operations of the defendant at that airport.
The United States also acquired by title in fee among other parcels of land an aggregate of 38.04 acres at the southeast end of the northwest-southeast runway for the purpose of eliminating flying hazards. The 38.04 acres is cleared and seeded.
Lying between the tract of 38.04 acres at the end of the northwest-southeast runway and plaintiffs' property are three tracts aggregating 74.62 acres which have not been acquired by the United States.
6. On July 27, 1943, the Civil Aeronautics Authority, Department of Commerce, placed a manager at the airport for administration of traffic control and installed a control tower with employees also under Civil Aeronautics Authority, Department of Commerce. Since that date all air traffic is controlled from the tower. Instructions for landing and taking off are given to all planes taking off or landing except such planes as are without radio. These instructions relate to the available runway, wind direction and velocity, etc. Records are kept of all planes landing and taking off. Military aircraft are required to land on and take off from the paved, hard-surfaced runways and not from the seeded area. All operations of the airport, other than on the ten acres leased exclusively to the United States, are controlled by the Greensboro-High Point Airport Authority.
7. The wind direction and velocity are material governing factors in directing planes in regard to the particular runway to use in landing and taking off from the airport. For this airport what is known as a "windrose" or a calculation of the prevailing wind direction was prepared by the U.S. Weather Bureau from its records. This windrose indicates that because of the prevailing winds over the northwest-southeast runway near plaintiffs' property this runway would be used approximately 4% of the time in taking off and 7% of the time in landing.
8. Planes using the airport are classed as airliners, civilian itinerant, civilian local, and military. The military bombersWest Page 754are heavy, four-motored planes; ten percent of the military traffic is of the heavy four-motored bomber type. The transport planes are approximately the same weight as commercial airline planes. The fighter planes are lighter.
The following tabulation indicates the use of the airport by aircraft and the figures represent the two plane movements of coming in and leaving. The actual number of planes, in each instance, is one-half of the figures given:
----------------------------------------------------------------------------------------------- Date Air liner Civilian Civilian Military Monthly itinerant local total ----------------------------------------------------------------------------------------------- August 1943 .................... 242 289 2,584 1,576 4,691 September 1943 ................. 226 111 4,082 1,384 5,803 October 1943 ................... 256 115 3,647 1,598 5,656 November 1943 .................. 238 162 8,336 1,750 5,486 December 1943 .................. 232 147 3,892 1,542 5,813 January 1944 ................... 200 149 6,220 1,647 8,216 February 1944 .................. 184 112 854 1,552 2,702 --------------------------------------------------------------- Total 7 months' period ....... 1,578 1,125 24,615 11,049 38,367 -----------------------------------------------------------------------------------------------
9. The distance from the end of the paved portion of the northwest-southeast runway to the barn on plaintiffs' property is 2,220 feet; to the highest tree thereon it is 2,230 feet; and to plaintiffs' dwelling house it is 2,275 feet. The elevation of the runway is between 5 and 6 feet above the elevation of plaintiffs' property. Plaintiffs' house is approximately 16 feet high, his barn is approximately 20 feet high, and the tallest tree is approximately 65 feet high.
The safe glide angle for planes landing or taking off at this airport, approved by the Civil Aeronautics Authority, is a 30 to 1 glide angle, which means one foot of elevation or descent for every 30 feet of horizontal distance.
The path of glide of aircraft taking off from or in landing upon the northwest-southeast runway is directly over plaintiffs' property. Computed on the basis of 30 to 1 glide angle the top of plaintiffs' barn is 63 feet below the glide angle; the top of the dwelling is 67 feet below it, and the top of the highest tree is 18 feet below the glide angle, which the Authority regards as a safe glide angle. Not infrequently defendant's planes passed over plaintiffs' property at approximately these heights. On some occasions the backwash from the propellers blew the dead leaves off the trees.
The heavy, four-motored military planes in landing and taking off over plaintiffs' property necessarily came closer to the 30 to 1 glide angle than the lighter planes which usually rise to and reach a higher angle.
10. Since July 1943 the records show four accidents as having occurred at or in the vicinity of the airport:
A Navy plane fell about 2 1/2 miles northeast of the airport September 13, 1943. This plane ran into a house and five persons were killed.
A Navy plane fell approximately one mile away at the Lindley Nursery place. The pilot was killed.
A Navy Beech aircraft landed on southwest runway with its wheels up October 28, 1943.
An Army aircraft failed in its attempt to take off and ran into a ditch.
11. The proof shows that prior to the time that the United States began operations at the Greensboro-High Point Authority Airport in May 1942 the greater proportion of planes landing and taking off from the airport were civilian planes, being light aircraft. Mail planes sometime prior to that date inaugurated mail service. These planes are much lighter than the heavy four-motored Army and Navy planes. The angle at which these planes (except an occasional military plane) passed over plaintiffs' home and property was relatively high and not such as to cause plaintiffs serious concern.
Since the United States began operations about May 1942, its four-motored heavy Army and Navy bombers, the fighter and certain other planes of the heavier type, in taking off from and landing at this airport, have frequently passed over plaintiffs' property, their house, and chicken houses both day and night and, at times, in considerable numbers rather close together. They come close enough at times to appear to barely miss the tops of trees on the property and at times close enough toWest Page 755the tops of the trees to cause the old leaves on the trees to fly off. The noise so close to the buildings is startling and at night the glare from the planes brightly lights up the immediate area.
The planes became more numerous after the Army began its operations and this situation has been continuous since that date. There is no evidence of an intention to use or of an intention not to use the airport for its heavy bombers after the termination of defendant's lease, other than the fact that defendant has the right to renew its lease only until six months after the end of the present emergency or until June 30, 1967, whichever date is the earlier.
12. The result of this situation, together with knowledge of the accidents that have occurred, is that the plaintiffs and their family have become nervous and frightened. At night they are frequently deprived of sleep. The peace and comfort of their home are seriously interfered with. Their property, for the same reason, has depreciated in value.
13. The proof shows that plaintiffs conducted a commercial breeding chicken farm from which they made a living. At first they had leghorn chickens, but this breed reacted so badly to the noise and glare of the planes that plaintiffs got rid of the leghorns and purchased another breed, which at first appeared to react better, but as the planes increased in number, with the attendant distraction, this breed also reacted badly and production fell off. Plaintiffs have picked up at times as many as 6 to 10 chickens a day killed by flying into the walls from fright caused by the planes. Plaintiffs have lost as many as 150 chickens killed in this manner. Plaintiffs finding themselves losing money gave up the chicken business. Chickens that had cost approximately $2.50 each to hatch and raise for production purposes were sold on the market for $1.50 each. This situation has destroyed the use of the property as a commercial chicken farm.
14. The value of plaintiffs' property that was destroyed and the value of the easement taken, together with the damage to the remainder of plaintiffs' property as a result of the taking of the easement, is $2,000.
Mary K. Fagan, of Washington, D.C. and Francis M. Shea, Asst. Atty. Gen., for defendant.
Before WHALEY, Chief Justice, and LITTLETON, WHITAKER, JONES, and MADDEN, Judges.
One of the runways on which the planes landed and took off ran in the direction of plaintiffs' home and chicken farm, so that planes using this runway passed directly over plaintiffs' property. All planes, both private and military, used this runway when the wind was blowing from a certain quarter.
Plaintiffs say that most of the planes using it passed over their house harmlessly at relatively high altitudes, but that the heavier of the military planes passed over it at so low an altitude as to seriously interfere with their possession and enjoyment of their property. They say that the chickens on their chicken farm lived in such a state of fright that their fertility was greatly decreased, and that on frequent occasions they became so frightened that they blindly flew against the buildings and were killed. As a result they say they have had to sell their remaining chickens and abandon their property as a chicken farm. They also say that they themselves live in a state of constant uneasiness and that they are unable to sleep at night due to the noise of the planes passing over their house and to the glare of their lights. They continue, however, to occupy the property as a home.
The proof shows that plaintiffs' barn is 2,220 feet from the end of the paved portion of the northwest-southeast runway, the tallest tree is 2,230 feet from it, and plaintiffs' house is 2,275 feet from it. The elevation of plaintiffs' property is from five to six feet below that of the runway.West Page 756
According to the rules and regulations of the Civil Aeronautics Authority, the ideal glide angle is not less than 30 to 1. This means that there must be no obstruction more than a foot high 30 feet from the end of the runway, and that the height of any obstruction must not exceed 1/30 of its distance from the end of the runway. This angle of glide is supposed to be safe under the worst conditions. The highest tree on plaintiffs' property is 18 feet below this glide angle, plaintiffs' barn is 63 feet below it, and plaintiffs' house is 67 feet below it. Not infrequently defendant's planes passed over plaintiffs' property at approximately these heights. On some occasions the backwash from the propellers blew the dead leaves off the trees.
Plaintiffs' testimony that the fertility of their chickens was so decreased, and that so many of them were killed as a result of fright that their business became so unprofitable that they had to abandon it, is not disputed; nor that the value of the property has greatly decreased. Nor is it disputed that all planes used the runway which passed over plaintiffs' property when the wind was blowing from a certain direction, nor that the defendant intended to continue to do so as long as it continued to use the airport. The defendant does say that this runway was used only from 4 to 7 percent of the time, but it does not deny that it intended to continue to use it whenever the wind blew from a certain quarter, so long as it continued to use the airport.
The term of the lease began on June 1, 1942, and ran for a period of thirty days, but with the privilege of renewal until June 30, 1967, or until six months after the end of the present national emergency, whichever date was the earlier. It is still in force and defendant continues to use the airport.
The question is whether or not the passage of defendant's planes over plaintiffs' property at the stated heights above it, with the result stated, and its intention to continue to have them pass over it for an indefinite period, constitutes a taking.
Under the old common law doctrine of cujus est solum ejus est usque ad coelum et ad inferos a landowner not only owns the surface of his land, but also owns all that lies beneath the surface even to the bowels of the earth and all the air space above it even unto the periphery of the sky.
Under this doctrine any erection over the land of another, or any passage through the air space above it, is a trespass. So, if an adjoining landowner allows the eaves of his house to extend beyond his own property and over the land of another he has committed a trespass. Broom's Legal Maxims, 310; Crowhurst v. Amersham Burial Board, 4 Ex.D. 5, 10; Ackerman et al. v. Ellis,81 N.J.L. 1,79 A. 883. A telephone or telegraph company which stretches its wires over the land of another without permission is guilty of a trespass. Butler v. Frontier Telephone Co.,186 N.Y. 486,491,79 N.E. 716, 11 L.R.A., N.S., 920, 116 Am.St.Rep. 563, 9 Ann.Cas. 858. The shooting of guns over another's land is also a trespass, although the bullets do not land upon it. Whittaker v. Stangvick et al.,100 Minn. 386,111 N.W. 295, 10 L.R.A., N.S., 921, 117 Am.St.Rep. 703, 10 Ann.Cas. 528; Restatement of the Law of Torts, sec. 159.
However, especially since the days of airplanes, this common law doctrine has received substantial modification. But even so, there can be no doubt that today a landowner owns the air space above his land as completely as he does the land itself or the minerals beneath it, at least insofar as it is necessary for his full and complete enjoyment of the land itself. So, he may erect buildings on his land to any desired depth or height, subject, of course, to necessary police regulations, and, subject, of course, to the right of eminent domain, he may prohibit the erection over it of any structures of any character or the passage over it of anything that interferes with his right to light, air, view, or the safe and peaceful occupation and enjoyment of his land. Smith v. New England Aircraft Co.,270 Mass. 511,170 N.E. 385, 69 A.L.R. 300; Delta Air Corporation v. Kersey,193 Ga. 862,20 S.E.2d 245, 140 A.L.R 1352; Restatement of the Law of Torts, sec. 194; Pollock on Torts, 13th Ed., p. 362; Burdick's Law of Torts, 4th Ed. 406; Act of May 20, 1926, c. 344,44 Stat. 568, 574, sec. 10; 49 U.S.C. § 180. Cf. Northwest Airlines v. Minnesota,322 U.S. 292,64 S.Ct. 950,88 L.Ed. 1283; Hinman et al. v. Pacific Air Transport Corporation, 9 Cir.,84 F.2d 755.
Under the facts of this case there can be no doubt that defendant has committed numerous trespasses upon plaintiffs' property. It has traversed many times the air space above their property at such an altitude and with planes of such a character as to seriously interfere with plaintiffs' useWest Page 757and enjoyment of their property, even to such an extent as to make it necessary for them to abandon it as a chicken farm.
A trespass upon the property of another, however, does not ordinarily constitute a taking, but if it is sufficiently frequent or if there is otherwise shown an intention to continue it at will, such continued trespasses or intention may amount to a taking, if they destroy the owner's use and enjoyment of his property. Hurley v. Kincaid,285 U.S. 95,103,52 S.Ct. 267,76 L.Ed. 637; Jacobs v. United States,290 U.S. 13,16,54 S.Ct. 26,78 L.Ed. 142, 96 A.L.R. 1; Portsmouth Harbor Land Hotel Co. v. United States,260 U.S. 327,43 S.Ct. 135,67 L.Ed. 287.
The case last cited was before the Supreme Court on three different occasions. Its first opinion was in a case styled Peabody v. United States,231 U.S. 530,34 S.Ct. 159,58 L.Ed. 351, its second in Portsmouth Harbor Land Hotel Co. v. United States,250 U.S. 1,39 S.Ct. 399,63 L.Ed. 809. Under the facts in the two former opinions the Supreme Court held that there had not been a taking. The case reported in260 U.S. 327,43 S.Ct. 135,136,67 L.Ed. 287, came before the court upon a demurrer which had been sustained by this court. The facts stated in the petition were that the defendant had erected a fort on a strip of land immediately to the west of plaintiff's land and that it had planted guns therein which could be fired only over plaintiff's land; that a fire control tower had been erected for the firing of these guns, and that the defendant intended to fire them across plaintiff's land at will, with the result that it had been deprived of the use and enjoyment of its property. Of such a case the court said:
"* * * There is no doubt that a serious loss has been inflicted upon the claimant, as the public has been frightened off the premises by the imminence of the guns; and while it is decided that that and the previously existing elements of actual harm do not create a cause of action, it was assumed in the first decision that — `If the Government had installed its battery, not simply as a means of defence in war, but with the purpose and effect of subordinating the strip of land between the battery and the sea to the right and privilege of the Government to fire projectiles directly across it for the purpose of practice or otherwise, whenever it saw fit, in time of peace, with the result of depriving the owner of its profitable use, the imposition of such a servitude would constitute an appropriation of property for which compensation should be made.'231 U.S. 538,34 S.Ct. 160,58 L.Ed. 351. That proposition we regard as clearly sound. The question is whether the petition before us presents the case supposed.
* * * * *
"If the United States, with the admitted intent to fire across the claimants' land at will should fire a single shot or put a fire control upon the land, it well might be that the taking of a right would be complete. But even when the intent thus to make use of the claimants' property is not admitted, while a single act may not be enough, a continuance of them in sufficient number and for a sufficient time may prove it. Every successive trespass adds to the force of the evidence. The establishment of a fire control is an indication of an abiding purpose. * * *"
The court held that the petition, alleging the facts set out above, did state a cause of action and our judgment sustaining the demurrer was reversed.
We think the case at bar is controlled by that case. In that case there had been no invasion of the land itself, and defendant had fired its guns across it but twice, but there was alleged an intention to fire over it at will, with the result that plaintiff had been deprived of its profitable use as a summer resort. Here there have been frequent invasions of the air space above plaintiffs' land, and the evidence shows an intention to continue these invasions whenever the wind blows in a certain direction. As a result plaintiffs have been deprived of the use of their property as a chicken farm.
In both cases, to paraphrase the Supreme Court's opinion in Peabody v. United States, supra, reiterated in Portsmouth Harbor Land Hotel Co. v. United States, supra, a servitude has been imposed on the property which constitutes an appropriation of it. It was not a complete appropriation in either case, it is true. In both cases there was a taking only of the air space above plaintiffs' property, but this resulted in damage to the remainder of the property; and it is well settled that a plaintiff may recover not only the value of the part of his land which has been taken, but also the damage to the remainder resulting from the taking of a part of it. Bauman v. Ross,167 U.S. 548,574,17 S.Ct. 966,42 L.Ed. 270; United States v.West Page 758Grizzard,219 U.S. 180,31 S.Ct. 162,55 L.Ed. 165, 31 L.R.A., N.S., 1135.
But, it is said that in the catse at bar the evidence indicates that the defendant did not intend to permanently appropriate to its own use this easement over plaintiffs' property since it reserved the right to renew its lease on the airport only until June 30, 1967, or six months after the end of the present national emergency, whichever date was earlier. Whether or not the defendant intended to appropriate unto itself a permanent or a temporary right to use the air space over plaintiffs' land, there was nevertheless a taking of it. A. W. Duckett Co. v. United States,266 U.S. 149,45 S.Ct. 38,69 L.Ed. 216; Brigham v. Edmands, 7 Gray, Mass., 359; Mckeon v. New York, New Haven Hartford Railroad Co.,75 Conn. 343,53 A. 656, 61 L.R.A. 736, affirmed in a per curiam opinion in189 U.S. 508,23 S.Ct. 853,47 L.Ed. 922; Cavanagh v. Boston,139 Mass. 426,1 N.E. 834, 52 Am.Rep. 716; Paine v. Savage,126 Me. 121,136 A. 664,51 A.L.R. 1194; Steinhart v. Superior Court,137 Cal. 575,70 P. 629, 59 L.R.A. 404, 92 Am.St.Rep. 183; Cape Girardeau v. Hunze,314 Mo. 438,284 S.W. 471, 47 A.L.R. 25; Norwood v. Sheen,126 Ohio St. 482,186 N.E. 102, 87 A.L.R. 1375. All of these cases are authority for the proposition that there has been a taking within the meaning of provisions of a Constitution similar to the Federal Constitution entitling the owner to recover just compensation, although the taking is only temporary. Cf. United States v. General Motors Corporation,323 U.S. 373,65 S.Ct. 357.
But, we cannot conclude from the mere fact that the defendant reserved the right to renew its lease on the airport for a limited period, 25 years, or less if the national emergency did not last so long, that defendant intended to appropriate this easement unto itself only temporarily. Upon the expiration of its current lease on the airport defendant no doubt intended to make some sort of arrangement whereby it could use the airport for its military planes whenever it had occasion to do so.
At any rate, it seems clear to us that the defendant asserted the right to have its planes fly over plaintiffs' property as low as the stated heights whenever it chose to do so. We, therefore, think that the defendant appropriated this easement unto itself permanently, not temporarily, and that the plaintiffs are entitled to recover, if at all, on this basis.
The defendant also says that it is not liable because plaintiffs' land was taken, if at all, in the conduct of military operations in time of war, and for such a taking the defendant is not liable. This is quite clearly erroneous. The plaintiffs are entitled to recover under the constitutional provision that private property shall not be taken without just compensation. This provision has the same validity in time of war as in time of peace. The Constitution is not set aside in time of war. Indeed, the restraints of that instrument are especially necessary when our ordinary respect for the rights of others is often consumed in the hot fire of the passions aroused by war.
Plaintiffs are not entitled to recover for the damage to their business, but they are entitled to recover the special value of the land due to its adaptability for use for this business. Joslin Mfg. Co. v. Providence,262 U.S. 668,675,43 S.Ct. 684,67 L.Ed. 1167; Mitchell v. United States,267 U.S. 341,45 S.Ct. 293,69 L.Ed. 644; Dominion Smelting Refining Corp. v. United States, 102 C.Cls. 281.
From all the testimony, we have concluded that the value of the property destroyed and of the casement taken and the damage to plaintiffs' property resulting from the taking of this easement is the sum of $2,000.00. A judgment in the nature of a jury verdict will be rendered for this amount. It is so ordered.
WHALEY, Chief Justice, and LITTLETON, Judge, concur.
When railroads were new, cattle in fields in sight and hearing of the trains were alarmed, thinking that the great moving objects would turn aside and harm them. Horses ran away at the sight and sound of a train or a threshing machine engine. The farmer's chickens have to get over being alarmed at the incredible racket of the tractor starting up suddenly in the shed adjoining the chicken house. These sights and noises are a part of our world, and airplanes are now and will be to a greater degree, likewise a part of it. These disturbances should not be treated as torts, in the case of the airplane, any more than they are so treated in the case of the railroad or public highway.Third.Assuming that what the Government did was a legal wrong, I do not think that it was a taking of the plaintiffs' property. If not, the Constitution and the statute defining our jurisdiction give the plaintiffs no right to recover. The nature of the court's judgment, an award of one-half the value of the property, would indicate that the compensation is for damage done to the property, rather than for taking it. The plaintiffs still have the property, and will have it after the judgment. They will also have, of course, the amount of the judgment. The court's method of resolution of this seeming contradiction is to say that the Government has taken, not the property or one-half or any part of it but an easement in or through it. Then, the reasoning goes, the damage to the property may be appended to the interest taken, and thus included in the award made for the taking. I recognize that if the Government takes a part of a man's land, and the effect of the taking is to damage the part not taken, as, for example, by depriving it of access to a road, the incidental damage may be recovered in the suit for the taking.
The court's conclusion that an easement of flight was taken is, I think, erroneous. As I have said, I think the Government had the privilege, at least during the war, of making the flights which it has made. If so, it needed no granted easement and cannot be regarded as having taken one by doing what it had the right to do. And if it did not have the right to make the flights, I have difficulty in determining the nature of the easement which it took and should pay for. If the flights were, as the court's opinion must assume, trespasses, they would, if the defendant were an ordinary litigant, be the subject of a damage suit for past damages, and an injunction against repetition. But the fact that an ordinary person had committed trespasses on the plaintiffs' land in the past would not give the plaintiffs a right to sue the trespasser as if he had taken the land, or an easement in it, and make him pay the permanent value of the land or the easement. There is no such doctrine of theWest Page 760conversion of land to one's own use by taking liberties with it, as there is in regard to personal property. Hence the plaintiffs could get no such remedy against a private defendant as they are being given here. It seems then as if the court is, by way of compensation to the plaintiffs for the fact that the Government is not suable in tort, giving them a remedy against the Government by way of compensation for property taken, which in its nature, and especially in the amount of the recovery, differs completely from any remedy the plaintiffs might have against a private litigant.
There might be justification for this stretching of legal doctrine if there was any showing of an intention on the part of the Government to make permanent use of the plaintiffs' land. But, as I have said, the Government's lease on the airport ends six months after the end of the war. Hence it is having a permanent easement forced upon it which it has no use for and should not be obliged to pay for. In the case of Portsmouth Harbor Land Hotel Co. v. United States,260 U.S. 327,43 S.Ct. 135,67 L.Ed. 287, the court held that if the Government's installation of a coastal defense battery was with the intent of maintaining it there in time of peace, and firing projectiles across the plaintiff's land whenever it chose to do so, that would constitute a taking for which compensation should be made, but if it was merely placed as a defensive measure in time of war, it would not constitute a taking. This decision supports the idea which I have expressed above that the Government is privileged to carry on activities in wartime which may be harmful to landowners, which activities would not be privileged in time of peace. But I suppose it also shows the court's reluctance to saddle upon the Government the burden of paying the permanent value of land or interests in land for which it has no desire or use, it morely needing the use for the temporary period of the emergency. I think, therefore, that if the court concludes that the Government's repeated trespasses amount to the taking of an easement, it should award compensation for that easement, and for the incidental damage to the land, only down to the time of judgment, and should retain the case for the award of further compensation when the Government's use of the airport, and its easement, terminate at the end of the war. In this way the court could avoid compensating the plaintiffs in an amount several times as great as any loss which they will, in all probability, suffer.
JONES, Judge, took no part in the decision of this case.