Original Message

accurate.  The weather unexpectedly evolved so the pilot called the maintenance tech who could not respond in time to get the thing in the hangar.  

Not sure about which AC was involved in the KILG apparent LOC but I can advise when on vectors for the ILS and using on field VOR/DME for distance info go ahead and hold the freq in the DME head and switch over to the ILS freq as soon as possible.

IF you don't and then wind up inadvertently using on field VOR for lateral guidance (without doing an aural check of the freq) you won't wind up with glide slope information and eventually possibly do a missed approach.  If you are already at the MA altitude just fly to the MA point then without hitting the GA button.  IF you hit the GA button and initiate a climb (for what reason, if already at the correct altitude for that part of the IAP) for the GA make sure you add collective power.  

IF you don't and are at the company required airspeed of 90 knots (not required by FAA unless using Cat A minimums, then only at the MA point - check Part H in the AIM or whatever they call it these days) you may just wind up with zero airspeed and in a turning spiral to the right with a tremendous rate of descent.  This was taught at WPB FSI a long time ago as a recovery scenario - many pilots did NOT figure it out.  Sounds ludicrous and impossible and whatever but those are the situations that are deadly, the ones you think are just not outside your wheel house.