C340 PLT EXECUTED GO-AROUND AFTER FAILING TO TRACK LOC. DURING THE MANEUVER; THE PLT BECAME DISORIENTED; BUT WAS ABLE TO REGAIN COMPOSURE; PROPERLY TUNE LOC; AND COMPLETE THE APCH.

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WHILE ON APCH TO RWY 10L IN IMC; I WAS VECTORED TO 4 MI WITHIN THE ILS TO RWY 10L AND INSTRUCTED TO CONTACT TWR WHEN ESTABLISHED. I HAD 2 CDI'S SET; AND A MOVING MAP ON AN MX20. AS THE SECONDARY CDI BEGAN TO MOVE SHOWING I WAS BECOMING ESTABLISHED; I PUNCHED UP THE TWR FREQ. THEN I NOTICED THE PRINCIPAL CDI WAS NOT ACTING PROPERLY. I DOUBLE-CHKED AND TRIPLE-CHKED FREQS AND OTHER SETTINGS TO SEE WHY THIS WAS OCCURRING. AS I DID SO; I MUST HAVE DRIFTED BACK N OFF THE APCH COURSE; BUT DID NOT NOTICE THIS. TWR CALLED ASKING IF I WAS ON FREQ AND WHEN I RESPONDED IN THE AFFIRMATIVE; TWR SAID THEY WERE SHOWING ME N OF COURSE. ONE CDI SHOWED THIS; BUT I REALIZED I COULD NOT TRUST MY PRINCIPAL CDI; THOUGH I DID NOT KNOW WHY. THE MOVING MAP CONFIRMED I WAS N; BUT I WAS CONFUSED AND CONCERNED BY THE CONFLICT IN THE PRINCIPAL CDI WHICH I REALIZED WAS NOT WORKING. I REALIZED I WAS BEING CONFUSED BY THE CDI THAT WAS NOT CONFIRMING MY POS; SO I TOLD TWR I'D LIKE TO GAR. TWR INSTRUCTED ME TO CLB TO 2000 FT (AS I RECALL AND FLY RWY HDG) AND THEN TO GO BACK TO MY PREVIOUS ASSIGNED FREQ. UPON PUNCHING UP APCH; I HEARD MY GAR WAS CAUSING TROUBLE AND THEY'D BEEN TRYING TO CONTACT ME WHEN I WAS ON TWR FREQ. WHEN I ESTABLISHED RADIO COM; APCH BEGAN TO VECTOR ME FOR A GAR. HOWEVER; I BEGAN TO HAVE TROUBLE CTLING MY ACFT. I COULD NOT GET IT TO CLB UNDER AUTOPLT; AND I BEGAN TO BECOME DISORIENTED AND HAD TROUBLE HOLDING A STEADY CLB OR HDG WHEN HAND-FLYING. TO GAIN CTL I WOULD LEVEL THE WINGS; WHICH PUT ME OUT OF COMPLIANCE WITH ATC INSTRUCTIONS. ATC ISSUED NEW INSTRUCTIONS; AND WHEN I TRIED TO COMPLY WITH THOSE; THE ACFT BECAME DIFFICULT TO CTL. I THOUGHT AUTOPLT WAS STILL ON; AND WHEN I WOULD PUNCH IT OFF; I STILL HAD A HARD TIME CTLING CLBS. THE YOKE WAS HVY; AND IF I BACKED OFF ON PRESSURE; IT WOULD DIVE; THEN I'D HAVE TO PULL BACK IT; IT WOULD CLB TOO FAST. THE TRIM WHEEL SEEMED UNRESPONSIVE AND I REALIZED I WAS BECOMING INCREASINGLY DISORIENTED AND CAUSING TROUBLE FOR ATC. FINALLY I MANAGED TO CALM MYSELF AND FLY THE AIRPLANE ON AN ALT AND HDG AND TO COMPLY WITH INSTRUCTIONS TO REJOIN THE ILS. DURING THE GAR; AFTER I HAD REGAINED CTL OF MYSELF AND THE ACFT; I REALIZED MY ERROR IN SETTING UP THE PRINCIPAL CDI (BUTTON ON GPS NOT SET TO VLOC BUT TO GPS INSTEAD) AND FLEW A SUCCESSFUL ILS. MY FAILURE TO CORRECTLY SELECT THIS ON THE FIRST APCH WAS THE BEGINNING OF SEVERAL ERRORS. PUNCHING UP THE TWR BEFORE I WAS FULLY ESTABLISHED IS ANOTHER. I LET MYSELF BECOME DISTR BY THE FIRST TWO; WHICH SHOOK MY CONFIDENCE AND THEN MY SKILLS AND PARALYZED MY ABILITY TO PROPERLY FOLLOW ATC INSTRUCTIONS AND FLY THE PROPER HDG AND ALT. WHILE I KNEW THIS WAS HAPPENING; I SEEMED UNABLE TO CTL THE ACFT PROPERLY; BUT WAS INTENT ON NOT LOSING CTL IN IMC AND CONTINUED TO FOCUS ON TRYING TO REGAIN MY COMPOSURE AND APPLY MY TRAINING TO DOING THE TASK. FINALLY; WHEN I REALIZED THE ERROR ON THE VLOC/GPS BUTTON; I REGAINED MY CONFIDENCE AND CONTINUED TO FLY THE ACFT. ALTHOUGH IFR CURRENT; I HAVE NOT FLOWN IMC FOR SOME TIME; AND THIS I THINK CONTRIBUTED TO MY INABILITY TO PROPERLY FOLLOW ATC INSTRUCTION. I REALIZE HOW EASY IT IS TO BECOME DISORIENTED IN IMC; EVEN AFTER FLYING IFR FOR PRACTICE AND DURING IMC WITH MUCH HIGHER CEILINGS.