PA-32 Cherokee Six/Lance/Saratoga/6X
Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Commercial
Flight Crew Last 90 Days 75; Flight Crew Total 7500; Flight Crew Type 1000
Workload; Training / Qualification; Troubleshooting; Situational Awareness; Human-Machine Interface; Distraction; Confusion
Aircraft Equipment Problem Critical; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action; Flight Crew Overcame Equipment Problem
Weather; Human Factors; Aircraft
On approach we were given radar vectors for the ILS 13 approach and instructed to maintain present speed; due to other inbound traffic. We were cleared down to 4;000 FT which put us in the clouds and we started picking up rime ice. Shortly after we entered the clouds on the 250 degree vector; the Controller gave us a new vector of 190 degrees. We flew that for awhile and then were told to fly 130 and down to 3;200 FT. Our Directional Gyro must have been precessed because that vector turned us inside the localizer and we never got the needle to come alive; so we delayed the descent to 3;200 FT. The Controller canceled our clearance and had us climb to 4;000 FT on a heading of 040 degrees. We reported that we were picking up ice and he cleared us up to 5;000 FT. As we were climbing up the gear warning came on and the main landing gear lights came on. We recycled the gear and leveled of at where the altimeter said was 5;000 FT. The airspeed and the altimeter were acting strange so we checked the pitot heat switch and found it on but the breaker was popped. We reset the breaker and were vectored back to the localizer and cleared back down to 4;000 FT. The vector took us across the localizer so we questioned the Controller; and he started giving us 'NO GYRO' vectors for the approach and a descent to 3;200 FT. As we were being vectored in; the airspeed indication dropped to zero and the altimeter stopped moving. That lasted for about 10 to 15 seconds; but during that time the gear horn came on again and the main gear dropped. We got distracted by the gear and airspeed problems we flew across the localizers' and descended below 3;200 FT. We broke out into clear air at 2;700 FT on the north east side of the localizer. We reported 'in the clear' to the Controller and he gave us a left 360 to back on the localizer. We were about 6 to 7 miles from the airport at the time. The rest of the approach and landing were uneventful. Our problems were not recognizing the gyro precision error; not checking circuit breakers; and not over riding the 'Auto Gear Extension system.' We should have also informed the Controller of the issues we were dealing with.
A PA32 compass system became inaccurate on an ILS vector so the clearance was canceled. Then the landing gear indicated unsafe at the same time as the airspeed and altimeter became erratic because of a popped circuit breaker in icing. Finally; an ATC NO GYRO approach go them below the clouds where the became reoriented.