Just doing some basic research here and got wondering, is a single engine IFR rating pretty much useless?(I don't mean literally useless, but is it even worth getting if funds are limited at the moment and can't swing a MIFR)?

Thanks

Nope. Lots of PC-12s and Vans out there. Get a year or two in and upgrade when it's time to move.

Yes, a single might be limiting.... but not doing anything will limit you more.

I take it the context is getting a job?

In any case, it's very little work to get a Group 1 if you already have the Group 3.

Ya the end result would be getting a job.

I'm just working out a game plan at the moment and doing a little research on the best way to go about it Given the current financial commitment and restraints.

I'm making good money and working a good sched right now flying single pilot and single engine IFR.

Highflyinpilot wrote:... Given the current financial commitment and restraints.

Take some time to read which items have to be done in the same Group, as far as your pre-IFR flights go. I'm not entirely sure (integrated programs are weird), but I believe a lot of the initial IFR training can be done in a single, and then you could switch to a multi for the remainder. That way you could save money by flying a less expensive plane while you're just learning the basics, and then spend money for the twin for the things you need to learn in a twin.

But, as iflyforpie said, there are plenty of singles out there flying IFR. You're limiting your job potentials to basically those and VFRs, and considering how much IFR flying there is in my particular neck of the woods, I'd say having some sort of IFR is better than not (maybe not Group 4 if you're looking for fixed wing jobs, though )

As far as usefullness, I'd rate Group 1 as most useful, followed by Group 3, and then multi.

If you're going to spend the money, you may as well get a Group 1. I've never met anyone who regretted the group one, but I have met a couple who regret not getting a multi rating, and by extension a group 1 rating.

One can learn to center a needle, and do procedure turns at 150 bucks an hour in a 172, vs 300 in a seminole.
That said when you get it done, save some dough, and get the twin done too.

Not useless if you're looking for a caravan or pc12 job (or a small piston Ifr job if you can find one) however in my opinion given the ratio of single engine Ifr work vs multi Ifr work out there (job wise)...Makes more sense to wait and get group 1. Many pc12 and caravan operators also have other aircraft that are multi turbine to move up to but you won't be able to if you don't have the group 1.

I'm making many assumptions here without context so forgive me if this is completely useless

It is useful but it is expensive to keep it current

Here is some food for thought. If you hold a multi rating, and a single IFR, when you do a PPC on a multi it then becomes a group one.

[quote="Adam Oke"]Here is some food for thought. If you hold a multi rating, and a single IFR, when you do a PPC on a multi it then becomes a group one.[/quote]

Really? That I did not know!

Edit: my response sounds sarcastic, but it's not, I truly didn't know that!!

Highflyinpilot wrote:

Adam Oke wrote:Here is some food for thought. If you hold a multi rating, and a single IFR, when you do a PPC on a multi it then becomes a group one.

Really? That I did not know!

Edit: my response sounds sarcastic, but it's not, I truly didn't know that!!

The trick is getting hired with a group 3, when there are many fish in the sea with a group 1.

I did my single IFR first and was happy I did, Later when I doing my Multi and flying around paying $6 a minute I was grateful I had done it before when it was cheaper.

cbty wrote:It is useful but it is expensive to keep it current

Not really. You can let it lapse and then just do an IPC whenever you want to reactivate it. Cost is around $400 to do it in a Redbird if you don't need any remedial training.