COMMUTER ACFT MAKES GAR AS GS DEFLECTION IS OPPOSITE ON EACH PLT'S EQUIP.

Narrative

WE WERE JOINING THE CLE RWY 5R ILS AT 3000 FT MSL. THE APCH CLRNC ALLOWED US TO DSND TO 2800 FT BEFORE PICKING UP THE GS. UNKNOWN TO ME; THE CAPT'S GS ON THE ADI WAS DEFLECTED DOWN. SO; AS WE WERE CLRED FOR THE APCH; HE BEGAN TO DSND TO GET THE GLIDE. AS HE LEFT 2800 FT DSNDING; MY GS WAS STILL FULL-SCALE DEFLECTION UP. SO; I SAID 'WATCH ALT.' HE ACKNOWLEDGED AND RESPONDED; BUT AT THAT TIME NEITHER OF US KNEW WE WERE REFERRING TO OPPOSITE DIRECTIONS. TO MAKE MATTERS WORSE; THE CTLR GAVE US A LOUSY TURN-ON; SO THE LOC WAS ALSO WAY OFF. THE CAPT REMARKED ABOUT WHAT A BAD TURN-ON WE HAD AND THINKING HE ONLY MEANT THE LOC; I AGREED. HE WAS STILL PUSHING THE AIRPLANE DOWN; SO I SAID 'I HAVE FULL-SCALE DEFLECTION.' HE AGREED; BUT WE STILL DIDN'T KNOW THEY WERE IN DIFFERENT DIRECTIONS. BOTH OF US THEN EXCHANGED THE 'FULL-SCALE DEFLECTION' COMMENT AGAIN. I THEN ASKED IF WE WERE GOING AROUND AND HE AGREED IT WAS NECESSARY. WHEN WE WENT AROUND; WE GOT 'TOO LOW GEAR' ON THE GPWS TWICE. ON THE CLBOUT; WE INFORMED THE TWR WE HAD GOTTEN A BAD TURN- ON AND WERE GOING AROUND. WE WERE VECTORED AROUND AGAIN AND LANDED WITHOUT INCIDENT. DURING THE GAR/MISSED APCH; WE DISCUSSED IT AND DISCOVERED THAT THE DEFLECTIONS HAD BEEN IN THE OPPOSITE DIRECTIONS. THIS WAS A CLASSIC SIT WHERE BOTH PLTS MADE APPROPRIATE COMMENTS; BUT BECAUSE THE INFO AVAILABLE TO EACH OF US WAS DIFFERENT; EACH OTHER'S COMMENTS WERE REPEATEDLY INTERPRETED WITH DIFFERENT MEANINGS FROM WHAT WAS INTENDED.