Narrative:

I was flying a piper arrow. When I landed for fuel and the aircraft was okay; full tank; and an IFR plan was filed to my final destination. I had already flown approximately 2.5 hours that day solo and 5 hours instructing before this final leg. The scheduled leg was to be approximately 2.5 hours and I felt fine to push on with no hint of fatigue.on climbout; night settled in and I continued along my IFR flight plan when problems began 1 hour into the flight. My first issue was the audio panel controlling my aircraft a pma 450; which when transmitting and seeing at tx on my 650; multiple times it shut down my comms; reset it and made it unable to transmit or receive ATC calls. This was difficult since I was on an IFR flight plan at night in thick haze; so when I had the chance I notified ATC of my issue and they helped me by asking me my plan to land at airports within 50 miles of my course with instrument approaches. I did have a moment when I lost comms with ATC for 3 mins because of the bad transmitter. So I made a plan if NORDO continued to land at suitable airports that are VFR and ATC accommodated me for the issue. In trouble shooting I isolated the issue by shutting down one comm out of the 2 and continued on no issue.now... If that was the worst part; about 1.5 into the flight; ATC warned me of a track deviation. I did my scan and looked; turns out I had a bad attitude indicator (ai). I looked at the suction gauge and it was within limits; 4.8'-5.2'; I had partial panel. As an instructor and as a former student instructor who taught partial panel regularly in simulated conditions both in sims and VFR flight; I felt that I could again continue this flight and continued along with my flight. I understand that it is a required instrument for IFR flight; but again I thought I could continue and will only tell ATC if extremely necessary and will declare accordingly.only 45 mins from my destination; all of a sudden I heard a loud woosh!!! My rear baggage door opened mid-flight!! And my backpack was 1/4th outside the aircraft. I lost control of the aircraft for a few seconds and made a sharp turn left off course as I became distracted.immediately I notified ATC and told them I need a lower altitude as soon as possible; I needed vectors for a nearby field and I need to land. I regained control and was now focused on one task; flying the aircraft. My second task; not let my baggage fall out of the aircraft and if so; not hurt people down below. I kept the aircraft in a side slip to reduce airflow on the side where my door was open.ATC gave me vectors and ask me to state souls on board and fuel remaining. I was approx. 35nm from the field when I regained control and was being vectored to descend; first to 8000 then the MVA which was 5600.ATC set me up for the VOR approach which I got ready for; then they told me the VOR approach is north/a at night. So I asked for vectors for the GPS approach. At this point; I am now 15nm from the field and I told ATC I am 5 miles from the FAF 3000 feet high and I can intercept the GPS and 360 descend down to enter. ATC denied me and said; 'unless I see the runway I cannot descend'; the field was reporting 5.5 few with the HZ and since I was single comms I switched frequencies to raise ATC when I found I can't see the field. I thought the lights had failed. When it downed on me... Pre-landing checklist.since I was already in IMC earlier I turned off strobes. I turned the strobes and landing light on.... I was in the soup and visibility was 0. I told ATC I can't see it and asked to descend; he told me unable and that he will lose comms with me at 5.6. He said he needs to vector me 10 miles out for the GPS approach. This was not going to work with me given the nature of the situation. I needed to get down as soon as possible!what I did next was exercise my privileges under 91.3B and disobeyed ATC by descending down on the course to 5.4 10 miles from the airport and I was able to pop out of the clouds and see the field. I reported to ATC that I can see it but it was 2x5 on the response. So I relayed to a nearby aircraft that I was okay and that I would call ATC when I landed.I spiraled down to descend since I was about 3K over tpa to enter the field and descended to land on left turns to keep by luggage in the aircraft.fortunately for me; fatigue never became an issue. After a whole day of flying; it's good to keep a calm head when mistakes occur and especially single pilot IFR at night it's good to maintain sa and think what can be done with what is there not when we want to be there. Now in hindsight after the comms issue; I should have decided to turn back; but my desire to make it to my destination made me under appreciate the issue of the partial panel in the aircraft. The door open and near loss of my luggage was a sure reminder of how bad flights can go in an instant. I should not have disobeyed the ATC instructions and stayed higher; but in my mind; getting down as soon as possible was the only solution at the time.I am filing this report since I disobeyed ATC but am glad to say that I made it back safely and flew remainder of the flight VFR no problems.

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Original NASA ASRS Text

Title: PA28 IFR pilot sitting on the right seat flying at night in full IMC encountered Avionics Audio Panel Failure. Moments later the pilot encountered partial panel and the baggage door opened mid-flight resulting in a diversion to a nearby airport.

Narrative: I was flying a Piper Arrow. When I landed for fuel and the aircraft was okay; full tank; and an IFR plan was filed to my final destination. I had already flown approximately 2.5 hours that day solo and 5 hours instructing before this final leg. The scheduled leg was to be approximately 2.5 hours and I felt fine to push on with no hint of fatigue.On climbout; night settled in and I continued along my IFR flight plan when problems began 1 hour into the flight. My first issue was the audio panel controlling my aircraft a PMA 450; which when transmitting and seeing at Tx on my 650; multiple times it shut down my comms; reset it and made it unable to Transmit or Receive ATC calls. This was difficult since I was on an IFR flight plan at night in thick Haze; so when I had the chance I notified ATC of my issue and they helped me by asking me my plan to land at airports within 50 miles of my course with instrument approaches. I did have a moment when I lost comms with ATC for 3 mins because of the bad transmitter. So I made a plan if NORDO continued to land at suitable airports that are VFR and ATC accommodated me for the issue. In trouble shooting I isolated the issue by shutting down one comm out of the 2 and continued on no issue.Now... If that was the worst part; about 1.5 into the flight; ATC warned me of a track deviation. I did my scan and looked; turns out I had a bad Attitude Indicator (AI). I looked at the suction gauge and it was within limits; 4.8'-5.2'; I HAD PARTIAL PANEL. As an instructor and as a former student instructor who taught Partial Panel regularly in simulated conditions both in Sims and VFR flight; I felt that I could again continue this flight and continued along with my flight. I understand that it is a required instrument for IFR flight; but again I thought I could continue and will only tell ATC if extremely necessary and will Declare accordingly.Only 45 mins from my destination; all of a sudden I heard a loud WOOSH!!! MY REAR BAGGAGE DOOR OPENED MID-FLIGHT!! And my backpack was 1/4th outside the aircraft. I lost control of the aircraft for a few seconds and made a sharp turn left off course as I became distracted.Immediately I notified ATC and told them I need a lower altitude ASAP; I needed vectors for a nearby field and I need to LAND. I regained control and was now focused on one task; flying the aircraft. My second task; not let my baggage fall out of the aircraft and if so; not hurt people down below. I kept the aircraft in a side slip to reduce airflow on the side where my door was open.ATC gave me vectors and ask me to state souls on board and fuel remaining. I was approx. 35nm from the field when I regained control and was being vectored to descend; first to 8000 then the MVA which was 5600.ATC set me up for the VOR approach which I got ready for; then they told me the VOR approach is N/A at night. So I asked for vectors for the GPS approach. At this point; I am now 15nm from the field and I told ATC I am 5 miles from the FAF 3000 feet high and I can intercept the GPS and 360 descend down to enter. ATC denied me and said; 'Unless I see the runway I cannot descend'; the field was reporting 5.5 FEW with the HZ and since I was single comms I switched frequencies to raise ATC when I found I can't see the field. I thought the lights had failed. When it downed on me... Pre-landing checklist.Since I was already in IMC earlier I turned off strobes. I turned the strobes and landing light on.... I was in the soup and VIS was 0. I told ATC I can't see it and asked to descend; he told me unable and that he will lose comms with me at 5.6. He said he needs to vector me 10 miles out for the GPS approach. This was not going to work with me given the nature of the situation. I needed to get down ASAP!What I did next was exercise my privileges under 91.3B and disobeyed ATC by descending down on the course to 5.4 10 miles from the airport and I was able to pop out of the clouds and see the field. I reported to ATC that I can see it but it was 2X5 on the response. So I relayed to a nearby aircraft that I was okay and that I would call ATC when I landed.I spiraled down to descend since I was about 3K over TPA to enter the field and descended to land on left turns to keep by luggage in the aircraft.Fortunately for me; fatigue never became an issue. After a whole day of flying; it's good to keep a calm head when mistakes occur and especially single pilot IFR at night it's good to maintain SA and think what can be done with what is there not when we want to be there. Now in hindsight after the comms issue; I should have decided to turn back; but my desire to make it to my destination made me under appreciate the issue of the partial panel in the aircraft. The door open and near loss of my luggage was a sure reminder of how bad flights can go in an instant. I should not have disobeyed the ATC instructions and stayed higher; but in my mind; getting down ASAP was the only solution at the time.I am filing this report since I disobeyed ATC but am glad to say that I made it back safely and flew remainder of the flight VFR no problems.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.