Date: 201312
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Weather elements / visibility: Fog; Rain; 0.5
Light: Daylight
Aircraft: SR22
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Final Approach
Airspace: Class B ZZZ; Class C ZZZ; Class D ZZZ
ATC / advisory: Center ZZZ
Aircraft component: PFD
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot
Reporter qualification: Flight Crew Commercial; Flight Crew Flight Instructor; Flight Crew Instrument
Human factors: Human-Machine Interface; Confusion; Situational Awareness
Anomaly: Aircraft Equipment Problem Critical; Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: 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
Contributing factors: Human Factors; Aircraft; Procedure; Weather
Primary problem: Aircraft

Narrative: 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.




Synopsis: 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.