PLT HAS DIFFICULTIES WITH CTLRS IN THE ZNY AREA NEAR LZV WHEN ENCOUNTERING WX AND DEALING WITH ACFT MALFUNCTIONS AND PARTIAL PANEL INST FLT.

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IN SUM: THE RPTR WAS FLYING A BE58 WITH AUTOPLT AND RADAR ON A WELL-PLANNED FLT FROM CGI TO CDW. WX AND TSTMS WERE A CONCERN SO THE FLT WAS PLANNED TO STAY CLR OF CLOUDS AT AN ALT OF 11000 FT. WHEN ARRIVING IN THE WILKES BARRE AREA; ATC CLRED THE RPTR TO 9000 FT TO PUT HIM IN THE AIRSPACE OPERATED BY WILKES BARRE APCH. RPTR REQUESTED TO STAY AT 11000 FT FOR WX CONSIDERATIONS; BUT WAS REFUSED. HE WAS ADVISED THAT IT WAS EITHER THAT OR A RERTE THAT THE RPTR CONCLUDED WOULD PUT HIM IN HAZARDOUS WX. WHEN IN CONTACT WITH APCH HE WAS FURTHER CLRED TO DSND TO 6000 FT. SHORTLY THEREAFTER THE RPT HAD PROBS WITH HIS ACFT THAT LEFT HIM FLYING WITH PARTIAL PANEL. HE DECLARED AN EMER AND WAS VECTORED TO INTERCEPT THE ILS RWY 22 AT CALDWELL; NJ. THE RPTR COMPLAINS THAT THE INTERCEPT WAS TOO HIGH AN INTERCEPT ANGLE FOR SOMEONE FLYING PARTIAL PANEL. THROUGHOUT THE SERIES OF EVENTS; PHONE NUMBERS WERE EXCHANGED. THE RPTR CONSIDERED THIS INAPPROPRIATE TIMING ON THE PART OF ATC. THROUGH FOLLOW-UP CONTACT WITH SEVERAL AGENCIES INVOLVED; THE RPTR REACHED THE CONCLUSION THAT HE SHOULD HAVE REJECTED THE CLRNC FROM CTR TO DSND AND DECLARED AN EMER IF THAT IS WHAT IT TOOK TO STAY CLR OF HAZARDOUS WX. HE SHOULD INFORM EACH NEW CTLR HIS NEEDS AND INTENTIONS WITHOUT DEPENDING ON THE INFO BEING PASSED ON DURING HDOF. THE SAME WOULD APPLY TO REQUESTING A WORKABLE TURN ONTO THE ILS FINAL COURSE.