A CFI AND HIS STUDENT IN A TURBO C210 MAKES AN ATTEMPT AT AN ILS INTO ARCADIA BUT PERFORM A MISSED APCH WHEN OVER THE MM SOME 5000 FT ABOVE THE PUBLISHED XING ALT; 1 MI SE OF ACV; CA.

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I WAS FLYING AS A FLT INSTRUCTOR WITH MY FRIEND/STUDENT IN HIS RECENTLY PURCHASED TURBO CESSNA 210. HE HAD APPROX 10 HRS IN THE ACFT AND I HAD APPROX 4 HRS IN TYPE ALONG WITH 20 HRS IN A SIMULATOR OF SIMILAR TYPE ACFT. I WAS IFR CURRENT AND PROFICIENT AS I HAD FLOWN OVER 10 INST APCHS WITHIN THE LAST MONTH AND HAD LOGGED OVER 5 HRS UNDER THE HOOD. WE TOOK OFF FROM NOVATO; CA; AT APPROX AB45 AM IN VFR CONDITIONS AND HEADED N. WE HAD RECEIVED A WX BRIEFING FROM FSS. THE WX LOOKED VFR IN ALL AREAS EXCEPT FOR THE NORTHERN PART OF CALIFORNIA EXTENDING INTO OREGON AND WASHINGTON. WE DECIDED TO LAND IN ARCATA; CA; FOR FUEL AND LUNCH. THE WX THERE WAS MARGINAL IFR SO I CALLED FSS AND FILED A 'POP-UP' CLRNC. THIS WAS AT APPROX 40 MI FROM ARCATA. I THEN SWITCHED TO THE CTR FREQ AND REQUESTED THE IFR CLRNC. THEY HAD NOT RECEIVED THE CLRNC AS OF YET AND I WAS STILL AT 8500 FT MSL. I WAS FLYING FROM THE R SEAT AND MY STUDENT HAD RECEIVED 40-50 HRS OF INST INSTRUCTION FROM ME. CTR FINALLY CLRED ME TO 6500 FT AND HAD RECEIVED THE CLRNC. AS I WAS DSNDING TO 6500 FT MSL; I WAS WITHIN 15 MI OF THE ARCATA ARPT. CTR ASKED IF I WOULD ACCEPT A CLRNC 'VECTORS DIRECT TO THE LOC AND STILL BE ABLE TO DSND IN TIME?' I REPLIED IN THE AFFIRMATIVE AND PROCEEDED INBOUND TO THE OM ON A 020 DEG HDG PER ATC INSTRUCTIONS. I INTERCEPTED THE LOC AND NOT LONG THEREAFTER; THE GS. THE GS HAD SOMEWHAT ERRATIC INDICATIONS WITH CLOSE TO FULL SCALE UP AND DOWN DEFLECTION FOR A SECOND OR TWO. WE HAD DONE A VOR CHK EARLIER IN THE DAY AND LOGGED IT IN THE ACFT RECORDS. THE #1 VOR WAS WITHIN +/-1 DEG AND THE #2 VOR WAS WITHIN +/-2 DEGS. I CONFIGURED THE ACFT PASSING THE OM AT ACATA INTXN AND STARTED THE TIMER. WE WERE; I THOUGHT; A LITTLE HIGH BUT THE GS WAS RECEIVING AND SHOWED ME ON THE GS. THE GS DID FLUCTUATE A BIT BUT NOTHING TO MAKE ME ALARMED. I WAS DSNDING AND THE NEXT THING I HEARD WAS THE MM AND MY ALT WAS 5200 FT MSL. I DID NOT SEE ANYTHING SO I PROCEEDED TO THE MISSED APCH. HOWEVER; I WAS MUCH HIGHER THAN THE ALT STATED IN THE MISSED APCH PROC. THE MAP STATED A CLB ALT OF 3000 FT MSL AND I WAS ALREADY AT 5200 FT MSL. I WAS CLBING THROUGH 6500 FT WHEN I SPOKE WITH CTR AGAIN. THEY ASKED WHY I WAS STILL CLBING AND AT THAT POINT; I STATED THAT WE WANTED TO MAKE SURE WE AVOIDED THE MOUNTAINS. I ADVISED THAT WE WERE GOING 'MISSED' AND CTR ADVISED TO HOLD AT THE MISSED APCH HOLD POINT OF TRIAL. AT THIS POINT; I WAS CONFUSED AS TO WHAT WAS HAPPENING AND WAS NOT TRUSTING MY INSTS. HOW COULD I BE CLOSE TO 4000 FT HIGHER THAN I WAS SUPPOSED TO BE WHEN I WAS RECEIVING THE GS? AS I WAS HOLDING OVER TRIAL; A STRANGE NOISE BEGAN TO BE HEARD IN THE COCKPIT. I ASKED CTR IF WE COULD CLB TO 10000 FT MSL AND THEY ACCEPTED AND ALSO TOLD ME TO HOLD AT FORTUNA VOR; N; R TURNS. I ACCEPTED AND BEGAN CLBING. AT 9500 FT; WE BROKE OUT OF THE CLOUDS AND THE STRANGE NOISE STOPPED. WE NEVER FIGURED OUT WHAT THE STRANGE NOISE WAS. AT THIS POINT; WE PROCEEDED TO REDDING; CA; WHERE THE WX WAS VFR AND WE WOULDN'T HAVE TO COMPLETE AN INST APCH. I WAS NOT TRUSTING THE INST IN THE ACFT; EVEN THOUGH ALL MY TRAINING HAD SAID TO TRUST THE INSTS. AFTER WE LANDED; I ANALYZED THE SIT A LITTLE MORE CLOSELY AND CAME TO THE DETERMINATION THAT BECAUSE OF MY INITIAL ALT ON THE APCH; I HAD RECEIVED A 'FALSE GS.' IN ACCEPTING THE CLRNC TO PROCEED STRAIGHT IN AT MY HIGH ALT; I WAS ACCEPTING A MISSED APCH RIGHT FROM THE BEGINNING. THIS WAS DUE TO THE FACT THAT I DID NOT RECOGNIZE THE FALSE GS RIGHT AWAY LIKE I SHOULD HAVE BY XREFING MY ALT WITH THAT OF THE PROPER ALT OF THE APCH PROC. DUE TO THIS LATE RECOGNITION; I WAS MUCH HIGHER ON THE APCH. THIS ALSO CONTRIBUTED TO MY DISTRUST OF THE INSTS AND WHAT THEY WERE TELLING ME. IN LOOKING BACK AT WHAT TRANSPIRED; I SHOULD HAVE NEVER ACCEPTED THE STRAIGHT IN CLRNC FOR THE ILS APCH AT ARCATA. I WAS IN A FAIRLY NEW AIRPLANE FOR MYSELF AND WAS FLYING FROM THE R SEAT IN INST CONDITIONS THAT I HAD NOT BEEN IN FOR A FEW MONTHS. THIS LED TO SOME DISORIENTATION AND AN UNSURE FEELING OF WHAT WAS HAPPENING. I SHOULD HAVE ASKED FOR VECTORS TO GET DOWN TO THE PROPER INTERCEPT ALT BEFORE PROCEEDING INBOUND ON THE APCH. I ALSO DID NOT RECOGNIZE THE FALSE GS DURING THE APCH. THANKFULLY; MY TRAINING HAD INGRAINED IN ME THE TRUST OF INSTS I NEEDED IN ORDER TO SAFELY AVERT AND POSSIBLE CFIT OR OTHER POSSIBLE HAZARD BY GOING AROUND AT THE PROPER POINT.