Max talks with Josh Harnagel, COO of Redbird Flight, about the most overlooked “cheat code” for instrument pilots: using an FAA-approved simulator to log IFR instrument currency and stay proficient with less cost and less risk. Then Josh takes Max on an audio factory tour of Redbird’s facility to show what goes into building, wiring, testing, and shipping modern training devices.
Log IFR instrument currency without burning avgas
Instrument currency is the core reason many pilots buy an FAA-approved training device. Josh says plenty of owners use a simulator to stay current and sharpen skills—especially because some tasks are hard to practice consistently in the airplane. Holding is the classic example: you might not get much real-world holding, but the FAA still requires it for currency, and a simulator is an efficient way to keep it from becoming a rusty, stressful event every six months.
Josh also describes a smart habit: shooting an approach in the simulator before flying it in the airplane—particularly if it’s unfamiliar. Max agrees and shares how he uses simulator time before recurrent training to re-expose himself to the “little gotchas” that can bite you in IFR: procedure flow, automation surprises, and exactly how the system behaves when you’re busy.
FAA-approved simulator vs “just a computer”
Josh breaks down Redbird’s lineup from entry-level desktop trainers to larger full-size devices with optional motion. The key distinction for this episode is what’s FAA approved. Some products are designed as turnkey “plug it in and it works” computers and are popular for schools and STEM programs—but they are not FAA-approved devices for logging currency.
For logging IFR instrument currency, the conversation centers on Redbird’s tabletop devices that are FAA-approved as Basic Aviation Training Devices (BATDs). Josh explains that these allow you to log instrument currency without an instructor present, which is exactly why they’re so attractive for proficiency-minded pilots. They also discuss how much simulator time can count toward ratings, and why many pilots use these devices as a realistic, repeatable way to practice approaches, holds, and instrument procedures without the risk and overhead of doing everything in actual IMC.
Motion, training value, and who it’s really for
Redbird became known early for bringing motion into GA simulation at lower price points, and Josh explains how motion fits today. Motion can be genuinely helpful for new pilots with limited cockpit time—especially for disorientation and learning cues—and it can also be a differentiator for flight schools. But Josh is blunt that a high-time airline pilot doesn’t “need” motion the way a newer pilot might. The bigger point is training value: repetition, good scenarios, and a device that lets pilots practice the procedures and decisions that actually matter in IFR.
GIFT, remote instruction, and avionics realism
The episode also touches Redbird GIFT (Guided Independent Flight Training), a structured, maneuver-based practice system for private and instrument training that provides real-time coaching and grades performance against ACS tolerances. Whether or not someone searches for “GIFT,” the underlying idea is highly relevant to currency and proficiency: targeted reps, objective scoring, and shorter practice sessions that reduce cost while increasing consistency.
They also discuss remote instruction—an instructor can connect over the internet, run scenarios, change weather, and inject failures while talking to the student on video. Josh notes the practical question that always follows: what’s loggable, what counts as supervision, and how the FAA treats novel training models when precedent is limited.
Finally, they get into avionics emulation. High-fidelity avionics behavior is central to useful simulation, but licensing and hardware costs are complicated, which is why many simulators emulate look-and-feel rather than running exact certified avionics software. The goal is to keep training realistic and affordable without making the device cost explode.
Redbird factory tour: how FAA-approved sims get built
The second half is a walk-through of Redbird’s production workflow. Josh starts at the end of the pipeline in finished-goods outbound shipping, where large simulators leave in multiple crates and pallets. From there, they move into assembly, where Redbird has shifted toward a “single-piece flow” approach—building units start-to-finish rather than in batches—as part of a quality push.
Next is fabrication, where Redbird forms honeycomb aluminum sheets into strong, monocoque-style shells. Josh explains the advantages and the quirks of working with the material, including the way manufacturing constraints shape design decisions. You’ll also hear about new in-house capability: CNC cutting for panels and a UV printer for durable labeling—tools that help speed iteration and reduce dependence on outside vendors for small-batch production.
The tour continues through inventory and staging for aircraft-specific simulator builds, then into the wire room where harnesses, switch panels, and motion-control wiring are assembled. From there, they step into PCB/solder work, where boards are assembled and stocked to support a wide range of aircraft configurations—even for products that might only ship occasionally.
They wrap in completions and testing, where large sims are configured, verified, and QA’d before delivery. One memorable detail: the sim’s cooling/airflow system is designed for the human in the box, not just the electronics—because these devices get run hard, sometimes in hot environments. The episode ends in engineering, where Josh explains why co-locating engineering with the shop floor helps product quality and keeps feedback loops tight.
If you fly IFR—especially in mountainous terrain—treat LNAV+V as a stabilized descent tool to the MDA, brief the notes, know what your autopilot will do at minimums, and deliberately transition to a level-at-MDA mindset unless and until you truly have the runway environment and can land normally.
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