SR22
Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Flight Crew Last 90 Days 50; Flight Crew Total 600; Flight Crew Type 100
Human-Machine Interface; Confusion; Situational Awareness
Aircraft Equipment Problem Critical; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Weather / Turbulence
Air Traffic Control Provided Assistance; Air Traffic Control Issued New Clearance; Flight Crew Overcame Equipment Problem; Flight Crew Became Reoriented; Flight Crew Regained Aircraft Control; Flight Crew Requested ATC Assistance / Clarification
Human Factors; Aircraft; Procedure; Weather
I climbed to my filed altitude of 5;000 FT; and was right at the top of the clouds. It was kind of bumpy and the temperature was 50+/-. Departure asked me if I wanted 6;000 FT and I accepted. At that point I was in the clear the temperature was 46 +/-. I was expecting the ILS 2L into ZZZ1 and received weather and briefed the approach as necessary. The FPD flashed and I wasn't sure if I had blinked or if it really did. At this point I was VFR on top and all flight instruments were reading correctly. [Center] told me to expect the ILS 10...and I went ahead and made the following change in the aircraft and once again briefed the approach. I was cleared to descend to 4;000 FT and did so without incident. I once again noticed the PFD flickered.... I felt the PFD and it seemed really hot so I figured due to the heat it was messing with the screen. I turned on the fresh air vents and made sure the heat was also turned off in the plane. I was then cleared for the ILS 10 and asked to descend to 2;500 FT which they then corrected to 2;600 FT. The aircraft captured the ILS as it should and I slowed the aircraft to 130 KTS about 10 miles out; and continued to slow the aircraft to the flap range. I was switched to the Tower frequency and I was cleared to land. I went ahead and switched my MFD to the checklist page and did my pre-landing checklist. When I brought up the map screen again I noticed the aircraft was to the right of the ILS localizer. At this time I also noticed the aircraft was in a left turn shown by the PFD attitude indicator; however; the standby indicator showed a right turn. At this point I knew I had a problem. Almost at this exact time the Tower asked me to check my altimeter setting because they had a low altitude report. I then received a check attitude warning annunciator on the PFD. I was not sure what attitude indicator was giving me correct information at that time. At this point the PFD attitude indicator was almost 90 to the left and I quickly decided that it was the wrong one. I felt the aircraft buffet and I knew I was in an autopilot stall. I disconnected the autopilot; I got the nose down and the power in. I struggled not to try to follow it [attitude indicator] because it is so big and right in front of me. I let Tower know I was going missed; but at that time I realized my heading indicator was incorrect as well. Tower wanted me to make a right turn to 180 and maintain 3;000 FT. I knew where VFR conditions were and that was where I needed to get. After regaining control of the aircraft using my three standby instruments; I asked to climb to 5;000 FT. I struggled with my heading because of the compass location in the aircraft. As I was climbing to VFR conditions I was going through my checklist for failures. When I broke out I went ahead and reset everything hoping that it would right itself but it did not. I went ahead and reduced power to conserve fuel and climbed so I could keep leaning out my aircraft. The entire Midwest was low IMC. After running through my entire checklist and determining that I could safely make a GPS approach I asked Center for anyone with minimums good enough for a GPS approach. I chose ZZZ2 and using GPS and my standby instruments; I safely landed with my PFD red X'd out.
SR22 pilot became disoriented on approach in IMC when PFD began displaying erroneous attitude information. After entering stall buffet and receiving ATC and aircraft low altitude alerts; pilot regained control by using standby attitude instruments; returned to VFR and; with ATC assistance; preceded to an uneventful landing at an alternate field.