Narrative:

I was on an IFR to cak on 9/X/89. 6-8 mins after takeoff, I lost the vacuum. Dg and attitude indicator went out. I called cvg approach and told them I must return. While trying to turn back, magnetic compass was acting weird. I was straight and level per the turn/slip indicator and alternator and magnetic compass kept going around and around. I told approach I had a priority situation and would be unable to land at lunken. I ended up doing an ASR to 6R at day west/O further incident. Cvg has an ASR, but WX at day was higher and if I did ASR to cvg, I might not have broken out in time to make a safe landing west/O any damage to aircraft. After landing at day safely, I called the owner of the airplane. He said I better call mrs X, a safety specialist at cvg FSDO. I did, and she said I must fill out a form. It is enclosed. On 9/X+4/89, 4 days after the incident, I was served with a 609 letter (enclosed [not received). Mrs X served this letter along with cvg FSDO west/O even reading my report. I mailed it in (the requested report) on 9/X+5/89. Cvg FSDO acted west/O due process. They passed judgement west/O even seeing my written report. I cannot see how this is even possible. I was not granted due process as I am entitled to in the us constitution. Moreover, I was served the letter by mr Y, principal operations inspector at cvg FSDO. He explained this '609' to me. He said he never heard of the case until about an hour before I talked with him. He never even knew that I landed at day. Here again is another classic example of someone in the FAA passing judgement west/O knowing the facts.

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Original NASA ASRS Text

Title: AFTER DEP FROM CVG ON IFR FLT PLAN, VACUUM PUMP FAILED. REQUESTED PRIORITY HANDLING AND LANDED AT DAY.

Narrative: I WAS ON AN IFR TO CAK ON 9/X/89. 6-8 MINS AFTER TKOF, I LOST THE VACUUM. DG AND ATTITUDE INDICATOR WENT OUT. I CALLED CVG APCH AND TOLD THEM I MUST RETURN. WHILE TRYING TO TURN BACK, MAGNETIC COMPASS WAS ACTING WEIRD. I WAS STRAIGHT AND LEVEL PER THE TURN/SLIP INDICATOR AND ALTERNATOR AND MAGNETIC COMPASS KEPT GOING AROUND AND AROUND. I TOLD APCH I HAD A PRIORITY SITUATION AND WOULD BE UNABLE TO LAND AT LUNKEN. I ENDED UP DOING AN ASR TO 6R AT DAY W/O FURTHER INCIDENT. CVG HAS AN ASR, BUT WX AT DAY WAS HIGHER AND IF I DID ASR TO CVG, I MIGHT NOT HAVE BROKEN OUT IN TIME TO MAKE A SAFE LNDG W/O ANY DAMAGE TO ACFT. AFTER LNDG AT DAY SAFELY, I CALLED THE OWNER OF THE AIRPLANE. HE SAID I BETTER CALL MRS X, A SAFETY SPECIALIST AT CVG FSDO. I DID, AND SHE SAID I MUST FILL OUT A FORM. IT IS ENCLOSED. ON 9/X+4/89, 4 DAYS AFTER THE INCIDENT, I WAS SERVED WITH A 609 LETTER (ENCLOSED [NOT RECEIVED). MRS X SERVED THIS LETTER ALONG WITH CVG FSDO W/O EVEN READING MY RPT. I MAILED IT IN (THE REQUESTED RPT) ON 9/X+5/89. CVG FSDO ACTED W/O DUE PROCESS. THEY PASSED JUDGEMENT W/O EVEN SEEING MY WRITTEN RPT. I CANNOT SEE HOW THIS IS EVEN POSSIBLE. I WAS NOT GRANTED DUE PROCESS AS I AM ENTITLED TO IN THE U.S. CONSTITUTION. MOREOVER, I WAS SERVED THE LETTER BY MR Y, PRINCIPAL OPS INSPECTOR AT CVG FSDO. HE EXPLAINED THIS '609' TO ME. HE SAID HE NEVER HEARD OF THE CASE UNTIL ABOUT AN HR BEFORE I TALKED WITH HIM. HE NEVER EVEN KNEW THAT I LANDED AT DAY. HERE AGAIN IS ANOTHER CLASSIC EXAMPLE OF SOMEONE IN THE FAA PASSING JUDGEMENT W/O KNOWING THE FACTS.

Data retrieved from NASA's ASRS site as of August 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.