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A lot of advice has been given, and I didn't really see any conflicts. If your son now gives THE number to an AME the result might be an indication of the problem. Sorry to be blunt, but there it is.

Your son's case is likely to be very difficult. Please, please listen to the advice above and convince him not to provide a code to any AME. Give serious consideration to traveling to an AME really dedicated to help the potential pilot not the FAA bureaucracy. Don't let him be a number!

Post the grandfather date and you didn't have an endorsement?

From the beginning of this thread, I keep wondering if anyone else wonders how a DPE could give the practical to someone in a taildragger that didn't have the endorsement. I suppose the OP took the ride in a tricycle but got all his training in a taildragger? Not what's implied.

Since I'm probably one of the oldest participants here (U.F.O. eligible), I will point out that your age bias is showing. I don't think my post "jumped to conclusions" based on bias.

I just took the survey. Don't think it was that bad. The instructions should mention clicking on side bar at the zero mark. One of the issues mentioned previously is the difficulty in discussing "Aviation." We are all so different. I fly off a private field, don't use my airplane for travel, fly...

You are correct, I have had a wrong impression for years. They failed because of deregulation, sort of. It was a one man band under a powerful CEO, and they took a very aggressive position on expansion and became hugely unprofitable. Behind a paywall, but you get a few free articles: The Man...

Braniff was mentioned in earlier posts. That was the management team that decided to paint obsolete aircraft with fancy designs and save the capital required to buy fuel efficient aircraft - just before the oil embargos wasn't it?

Who is Kevin Bacon?

I missed most of this thread, because I guessed what it was about and had no interest. Since it has gone on, I got curious. Seems like it evolved into an interesting discussion. Just addressing the original post, language evolves. I am sort of bilingual and spoke Spanish at home first as an...

I would guess the cost of frustration is the highest cost.

Yep, as I said, certification came before the POH requirement. 1926 if my memory is correct. So all the early "certified" airplanes flew, and if still flying, fly without a POH, or placards, limitations, etc. In the case of Waco, and probably most of the others, the engineering drawings came...

Airplane certification came before POH requirements. My 1929 Waco Taperwing has no POH. In 1947 the factory issued a letter with a recommended weight and balance strategy. No placards, no restrictions one of the Waco history books has a letter from a pilot who briefly held the record for...

Below is a listing for my MG. Since having my back fused I can't do the routine servicing (grease, oil change, etc. Also, very hard to get in and out of it. I am not trying (or willing) to go around the listing dealer but would be happy to make a good deal for it. He wants to keep the listed...

This is such a personal decision! Those of us that fly for transportation look at it very differently than those of us that fly for pleasure only. I used to be in the former, now I'm in the latter. Part of my decision path is all the things left on my bucket list. I have a great situation, but...

On my way to work at three weeks I went to the hangar and climbed in and out of my Citabria to see if I could. After work I went back and went flying. That was my first knee. Don't remember after the second, but I don't think it was any longer, may have been less.

You do realize it was designed to emulate early jets with no afterburner? The question is why train in a complex airplane. Flaps, constant speed prop, supercharger, about twice the weight of a Cirrus. Not a spectacular performer on a go-around. Not exactly the kind of trainer being discussed here.

Simply that the program I went through, was geared to learning to fly in a T-28A. A C150, or any of the usual trainers, would have made no contribution to that program. Way more $$ than anyone I know could have afforded. Way more difficult than a Cirrus I suspect. It's all about the syllabus and...

I guess having soloed in a T-28A I look at it as a money, syllabus and instructor thing. Got the money? Find the other two. I don't know how flying a C150 would have made a material contribution; waste of time IMO.

I have never understood the "use a simpler airplane to train in" attitude. A good instructor with a well-planned syllabus should have no difficulty, assuming available time on both parts. More systems studying on the ground, more attention to checklists.