By DAVID G. DIVOKY
Have you ever inadvertently penetrated a cloud bank? With time, this is a likely scenario for all GA pilots.
Over my years of flying small single engine aircraft, I have had the misfortune to do it only once. I’ve never been reckless, nor do I take chances. I’m what you call a fair-weather pilot. I do not fly in marginal VFR conditions and abide by VFR rules to the letter.
I recall the day very well. It was a relatively nice day with lots of sunshine with some scattered clouds at 2,500 feet. I thought I’d do some “night” flying with my daughter in the C150. I put the word “night” in quotes because it wasn’t dark. It was 30 minutes before sunset. Technically it was dusk.
Legally this is considered night flying, but I felt comfortable going up. The runway lights were on, and there was visibility as far as the eye could see.
I was excited about viewing the Washington’s Snohomish Valley at dusk while using the lights of Everett and surrounding areas as a beautiful backdrop and navigational aid. I thought we would fly up to Skagit, loop around, and come back.
It was to be a short flight with the goal of getting a feel for a little night flying. We were climbing to 2,000 feet just north of Everett. While looking at Arlington’s runway lights in the distance, suddenly everything went dark. The only visible light was the faint glow of my instrument panel.
I immediately knew what happened. We had flown into a low cloud.
At night the lights below are easy to see, however, the horizon often cannot be discerned and everything above the horizon is dark, obscuring clouds.
I am a very cautious pilot, but this evening I was also lucky. My course reversal and ability to back out of this situation worked out well, but it could have gone very wrong.
The lesson learned is when the right combination of conditions exists, along with the right rationale (i.e. “it was just a short flight”), an error in judgment can easily happen, and it can be costly.
If I had had access to the new portable autopilot known as the PortaPilot, it could have easily aided in a safe recovery.
About a year ago, I had the great fortune of meeting Tee Sheffer, a fellow pilot who had a similar event happen in his aviation career. As a result, Tee spent years and great expense in the development of an affordable autopilot that some day may save the lives of fellow pilots.
I was very curious when I heard about his device. First, I had never heard of a “portable” autopilot…just the notion of this had me intrigued, and I had to learn more.
Second, this autopilot can execute course reversal with a push of a button, with or without a GPS navigator attached. I thought this was nothing short of brilliant! As a matter of fact, there is nothing on the market like this. In my opinion, this device should be a part of every GA pilot’s flight bag with any cross-country flying.
This portable and personal autopilot is appropriately named the PortaPilot. It is adaptable to several aircraft types and is small enough to fit in a case like that of an aviation headset.
It was tested and proven over many flight hours and FAA regimented flight tests to be a solid performer. However, being portable puts this device in a category where the FAA has no oversight as it relates to certification.
The PortaPilot is simple to use. Once at a safe altitude, snap it in, and it will grab the controls without hesitation. Just as easily, snap it out when it is no longer needed.
The single axis model of the PortaPilot levels the wings (LVL), keeping the shiny side up, while it also provides controlled turns when commanded to do so.
In its heading mode (HDG), it will fly a pilot-selected magnetic heading, and when navigation mode is selected (NAV) it will track a flight plan programmed into a GPS navigator, or follow a precise Direct-To-Course with the precision of 60 feet. It operates with or without a portable or panel GPS navigator.
It is important to note that autopilots add flight comfort and reduce fatigue and workload in the cockpit, which can be high in certain situations. However, it also presents added complexity. That’s why the PortaPilot is recommended for use by pilots with more than 200 flight hours and day VFR operations at altitudes above 2,000 feet AGL.
The PortaPilot incorporates its own inertial platform Attitude Heading and Reference System (AHRS) and is therefore independent of aircraft instruments, making it a great backup in various emergency situations. In case of an aircraft electrical failure, the optional backup battery provides over an hour of operation.
During spatial disorientation, it can maintain safe flight, allowing the pilot recovery time.
Another beneficial element of the PortaPilot is its efficiency in the form of improved fuel consumption, reduced flight time, precise compliance with airspace restrictions, improved flight efficiency for a single pilot on a long or complex flight, and accurate flight path and vector tracking.
Tee uses the PortaPilot every time he flies. In his words, he became “spoiled and lazy.”
The graphic below is a FlightAware ATC record of a flight test on May 19, 2020. Most of this flight was the hard work of the PortaPilot. Note the accurate ground track of the NAV system in HDG mode, which translates to time and fuel savings. Compare this to some hand flown tracks.
Also worth noting is the heading accuracy and stability in this data segment: N 344 to N 345. There is further data, such as the GND speed changing from 100 to 120 at the course reversal point (10 knot wind component).
Once available, the cost for the kit is expected to be below $2,000 for the single axis (NAV) model. The VNAV model adds altitude hold and will be priced below $3,000.
The biggest selling point (in my mind) is that it is the only autopilot that is equally useful to both renters and owners of small single engine aircraft. This aspect makes the PortaPilot not only unique, but also versatile and cost effective.
To view an in-flight demo of the single axis (NAV) model PortaPilot in a C172 visit:
About Tee Sheffer and PortaPilot
Years ago, before GPS was used in GA, Tee and his wife were flying over the Oregon coast when Tee’s wife was suddenly overcome with motion sickness. The next several moments were spent attending to his wife, best as he could, hand flying the airplane and looking for a suitable place to land. Reflecting on that flight is what drove Tee to design a low cost, yet functional, autopilot.
Tee has an extensive background in electronics and high-tech industries and holds a number of patents. That background pushed him to avoid “creeping elegance,” which he says is why so many products are long delayed and more expensive and complex than they need to be.
The PortaPilot is both patented and still in development. It will be delivered as a kit and will work in single engine aircraft, including Cessna 150s, 152s, and 172s. Soon the 177 will be added and Tee says, “all light single aircraft are candidates.”
The PortaPilot consists of five components:
- Controller
- Yoke Clamp
- Yoke Collar Clamp
- Pilot Control Module
- Actuator
All components — except the Actuator — are mounted on the ground, prior to takeoff. The Actuator can be mounted once the aircraft reaches 2,000 feet AGL and should be removed before descending below 2,000 feet AGL. The PortaPilot is limited to day VFR flying.
The Actuator takes just a few seconds to insert and remove and the remaining components take just a few minutes to install before departure.
Unlike other autopilots, the PortaPilot is suitable for aircraft renters, flying club members, and aircraft owners alike.
Tee adds they are currently “in pilot production phase,” and will likely be available for sale from a retail partner in a few months, but no release date was available as this story went to press.
Tee Sheffer has invented the greatest, simplest, and most cost-effective safety tool for GA since the flight of the Kitty Hawk. I have known Tee Sheffer for over 25 years and he is a brilliant, yet humble and very personable engineer. He created all the Test and Measurement instruments for Signametrics, Inc., before finally passing them on to Agilent Technologies/Hewlett-Packard some years ago.
The inventor of this device should be appluaded for his creativity and skill in inventing this – it is amazing. He is not saying go out and flaunt the regulations and weather – just the opposite. This, like many other tools and devices we use in flight, is a hedge against uncertainty and risk. I think it would be great for a long day VFR cross country in a small SEL airplane like a Cessna 150 or 172, and look forward to the day when I can purchase one. I am surprised at the some of the very negative reactions here, as this is a very practical and useful device I look forward to acquiring. BTW, I heard some of the very same detractor arguments when GPS came out, and how it was going to “ruin” pilots and their flying skills, and how pilots should spend more time with CFI’s learning pilotage and chart reading. Maybe, but most of us now have GPS in our planes. Like all new things, this will be met with some resistance, but many of us see great utility in this innovation. Thanks!
the unit looks large and cumbersome . can it be mounted and left connected from TO to landing ? Do you need a full panel mount nav unit or can u use a portable GPS unit.
The
PortaPilot operates with either, a panel GPS or a portable. The latter can be be powered off the
PortaPilot 12V aircraft power. Both a panel and portable GPS’s operate the PortaPilot in the same way. If you have an active flight plan, or direct-to it will follow it in NAV mode. In HDG mode it will use the GPS for heading, while you can select a desired heading with the PortaPilot. Without a GPS it will be limited to LVL (wings leveler) and controlled turn plus Alt Hold (VNAV models).
The Actuator part of the PortaPilot (the largest part, handling the control yoke) is only supposed to be inserted while above 2,000 feet AGL. The other components can be installed on the ground before takeoff. They are designed not to interfere or obstruct. If you are familiar with autopilots, be aware that this one is different in several ways.
For those those who are emphasizing that it would be money better spent with a CFI, perhaps it’s because their mindset is IFR flight. There are those among us who don’t have nor even desire an instrument rating, but would still like the convenience of an inexpensive autopilot to lighten the workload of a VFR only flight.
With this in mind, the Porta is perfect for the VFR mission without having to spend North of $10K.
A great friend who was a captain for TWA all of his professional life actually talked me out of going for the instrument rating. He emphasized that it would be good to have a working knowledge of instrument flight including approach and departure procedures (which I do, go under the hood periodically, and use my simulator regularly). He closed his advice by saying, “The only reason I got my instrument rating is because I was going to do it for a living while flying airplanes that were very capable of handling IFR conditions. So with all that nice equipment on your single engine panel, it will still be difficult to keep ice off the wings, not to mention other concerns. That’s why when I retired, I bought this nice little Cessna 120. So do what you want, but I’m strictly a fair weather pilot now.”
This is from a guy who started as a flight engineer on Constellations and later became a senior captain on L1011s and 747s with international flight routes. Result–I am a fair weather pilot and would rather sit out bad weather in the comfort of a hotel room (even for a few days if necessary) rather than playing with questionable weather. I don’t have to be anywhere that badly, and if I do, I take the airlines.
That being said, I don’t see where the configuration of the Porta shown would work on center shafted Beech Bonanzas
I do not find it very realistic to assume a non-IFR qualified pilot who is a bit panicked from having entered IMC, would have the ability and time to mount this mechanism without complete loss of aircraft control and a crash. Therefore, the portability feature seems over rated. If the control is always attached, this situation would not be present. I agree with comments from others that time spent with a CFI and under hood training might be well spent.
I agree Dan. A panicked pilot will not be in position to mount the PortaPilot. However, provided he has it already mounted, it is takes very little time and effort to inset and engage the actuator, which is the robotic arm that can level the wings, followed by commanding course reversal. Having said this, it is highly likely that the PortaPilot would be already flying the aircraft. That’s been my experience. I use it anytime I’m above 2,000 feet AGL, even on a short fifteen minute refueling flight from KPAE to KAWO.
Thanks for your response. My point was only when the pilot did not already have it mounted. If already installed, no problem.
Countless pilots have died needlessly because they found themselves in IMC which they could not handle. John F. Kennedy Jr. comes to mind as one of them. They weren’t all bad or reckless pilots…. weather changes constantly. It can happen to the best of us. And yes, in a perfect world, we would all be getting the training and practice to keep our instrument skills sharp. But the world we live in is NOT perfect. Most of us could benefit greatly from an autopilot, if only to reduce our workload and provide redundancy to our installed navigational equipment and our own proficiency. Personally, I am grateful that someone finally came up with one that is both effective and inexpensive compared to retrofitted autopilots most of which are either not available for older aircraft and/or too costly for the average owner.
Will this unit work with a stick rather than a yoke?
Same question in my mind as well. Surely they’ll make it for both given time.
Interesting product. Aside from the advice to ‘get training with a CFI’, etc..(always good advice) I would bet there would be a good market for this. I would have enjoyed one last year to Oshkosh on the long three hour straight line leg, which was a series of S turns due to a crappy S-Tec, Porta George could’ve done it for me.
I love hand flying, I‘d also love monitoring while Porta Jonny…I mean Porta Pilot flew straight and level. And yes, the S-Tec has been sent to the shop…more than once. What a piece of garbage.
Hits the nail on the head! All you have to do is compare the cost of an AP for certificated vs experimental aircraft so see that the technology is relatively cheap, but the administrative costs are significant.
Personally, I find after about three hours of cross country hand flying, I get sloppy. I’ve looked at aftermarket APs, but the cost is beyond what’s reasonable given the plane’s age. When this one comes to market, I will be waiting in line with cash in hand 😀
Everyone wants a gimmick to save their butt with no work, thought or training required. There is a name for this. It is called: FALSE SECURITY. Schedule as appointment with your CFI and tell him / her exactly what you need and want. You might start the conversation with “I would like training on how to survive inadvertent cloud entry.” Not a bad subject to bring up before you begin your Bi-annual Flight Review either (I am not a CFI).
PULL THE CHUTE JERRY
These guys really need to find a new marketing department. What a ‘crappy’ name for a product. Lol
It appears to me the author made the flight with a passenger when not night current. This should be avoided. I would recommend periodic flights with a CFI “under the hood” to be better prepared for night flight or inadvertent cloud entry. Also not a bad idea to flip on pitot heat if this foes happen as the last thing you need is to lose reliable airspeed indication.
This is exactly what I need and perfect for my day only, VFR only missions.
The price is very reasonable all things considered and eliminates the over improvement of my airplane which dates back to 1947. Not very smart for me to invest $10+K on a certified autopilot in airplane that is worth $40k to $50K.
And when the day comes to sell the airplane, I have the option to sell this unit on the open market to get the most bang out of the buck.
Looking forward to the availability of the Porta Potty—-OOPS! Now you KNOW pilots will use this label as a joke—similar to the Piper Traumahawk and other creative labels in aviation!!
The shame is that this is necessary as the FAA in the name of our “safety” continues the barriers of excessive rule making to keep us in the prohibitively expensive $20k AP installs for certified aircraft when there are 20 plus years of proven performance in the simple, less than $5k, experimental AP’s. A self defeating government process putting our lives at risk in pretense of protecting us.
In MY opinion, the money would be much better spent with a CFI to regularly get some minimal instrument training to enable confidence in your ability to get OUT of such situations.
Under hood training with reference to gyros, airspeed & altitude indicators will enable you to safely and confidently make the 180 degree turn usually required to get out of a cloud.
Jerry King
Except this a “get out of jail free” card that requires no work or any effort whatsoever. Come to think of it, this is what everyone wants and is how the world works theses days.
There are three different definitions of night in the FARs, all of them starting AFTER sunset.
Yes it is amazing the number of pilots that appear to not realize this concept.
In the military there are only two: field grade night time and night for everyone else.
Yeah, I was wondering about “night flight” BEFORE sunset Guess that’s why he could take a passenger without having met the proficiency requirements of FAR 61.67(b) (done three full stop landings at night (hour after sundown,to an hour before sunrise) within 90 days.
Glad it worked out for him (AND HIS DAUGHTER).
Interesting product … would be nice (for my aircraft) if they had a joy stick version. Although, maybe not: I notice that they had only a momentary shot of the slip indicator ball during a turn … I guess it works okay in aircraft where you can keep your feet on the floor during a turn…wonder how well it would work in something with a a fair amount of adverse yaw… a long winged touring motorglider, for example.
I notice that
It’s a great idea and a novel solution for many scenarios – it is an unfortunate name though 🙂
Does this require an STC/AML, or no? (Since it’s removable, I’d think not, but I guess that’s a possibly gray area.)
If not, I’d think the other big market would be all the legacy planes where there aren’t enough flying to justify the cost of an STC for modern autopilots, where installation can be pretty expensive; as long as this can be made to fit in a wide range of planes, it would be really great. I’d likely buy one for a Piper Comanche.