Hey guys, im a CFI and i have had an add up on barnstormers for a little while. I got an email from a fellow in Plainview Texas. He's a crop duster with commercial, instrument and tail wheel. He has a Grumman AA-1 and is wanting a CFI to ride with him for 10-15 hours to build confidence in the plane. His grammer and english were ok in the first email but have gotten progressivly worse. I know not everyone has gotten a good education in their lives, but just makes it sound almost sketchy. Anyway, im young and a new CFI so im really looking for hours. What do you guys think? Should i drive down an fly with him for a weekend?

as long as he doesn't make you send money I don't see how this could be a scam. But it could be an idiot that just wants you to drive down there and all find is an empty field or something. Make him call you or something.

How much time do you have in that make and model? How much is he willing to pay? How much do you know about the aircraft? Are you going to know what ADs to make sure are complied with and any mx issues specific to this aircraft?

I'd be more concerned with that than the owner's grammar. If you're not familiar with the aircraft and he's not familiar, it's still your hide when he puts it in a ditch.

I'd be leery of flying an unfamiliar aircraft above an unfamiliar person. Don't be in a rush to log hours at the expense of your personal safety and certificates.

Hector, you really need to stop adding your opinion when you've never been in the situation. It's not helping your cause in any way, shape or form.

after reading a write up about the aircraft it doesn't sound like the easiest plane to fly in the world.

I asked the questions above because I had a couple similar situations.

One was a former student who had just purchased a 172. He knew nothing about it. I told him I'd fly with him after doing an inspection on it (on his dime because it was taking time away from the school) and this is what I found:

A number of ADs not complied with.
No weight and balance with the aircraft.
No prop logbook
A broken elevator hinge.

So yeah, I didn't fly it with him and he had to spend a ton of money on this aircraft to get it airworthy.

I had a good conversation with the POI at our flight school about this subject. It was brought up when a guy was wanting me to do something similar in a bonanza. I had never been in one. First thing he mentioned was that despite the fact that the other guy had a commercial rating, I'm riding along and should be familiar with the aircraft, especially having a higher rating. You would be just as responsible, perhaps more so if something happens.

After that conversation I took a bit more care with owners and their aircraft. I always approached in an professional manner and included the owner (especially with a BFR, what a great way to work on the ground requirement by refreshing ARROW and inspections). The outcome was usually very positive and we often found something that could have been an issue. I only had one that balked at it and wouldn't fly with me.

getting 10-15 hours and getting yourself killed certainly isn't worth it. if this guy is a serious crop duster he'll go out and get training from someone with crop dusting experience. no sense in putting yourself at risk.

well did some research and the aircraft is indeed air worthy.

Pilotpip... given the nature of AD's, I'm interested to know your means of learning all AD's for a particular aircraft, and then your strategy to ensure compliance. Do share.

You can get the list from the FAA. Airworthiness Directives

Talk to a mechanic, talk to an owners club. You'll get good lists of "gotchas" on any aircraft.

Logbooks will show where inspections or changes brought about by AD are complied with.

If the aircraft is airworthy and you feel comfortable in that make and model then by all means go for it. We're pilots, not english majors

That said however, whenever you decide to fly a privately owned aircraft, as a couple other guys have pointed out, make damn sure you personally review all logs, mx records, and the aircraft to ensure airworthiness. I've caught a number of paperwork issues on planes that are owned outside of my employer. Usually it's a quick fix, missing signature, etc, but make sure everything is good to go before you fly.

Secondly, just because you've got the CFI and are legal to teach in the airplane, doesn't mean you're safe to teach in the airplane. Find your personal limits and stick to them. It's not worth losing your certificates if something goes south just to get a few extra hours of dual given.