Just wondering if there is any advantage in having the ATP written done without having the certification. I have around 400 hours and yes, I realize I need alot more to be recognized by a 121 or 135 flight department, but would having your ATP written on your resume look better to employers?

A majority of regionals will require an ATP written to get an interview. Since it expires in 24 months, I would suggest that you wait until you have enough hours to apply for an airline and then get the ATP written.

An ATP written will almost certainly be required to get a regional job.

It is only good for 24 months in general aviation, but it can be used to upgrade at a 121 carrier even after it has expired. However, you should probably wait until you are close to somebodies minimums before you take the test...that way the knowledge will be fresh for the interview.

It is my understanding that an ATP written is valid indefinitely for upgrade at a 121 carrier ONLY if the written is taken by the pilot while employed at a 121 carrier. Did the rules change?

No the rules didn't change, there never was such a rule. That's a common myth but not true.

If in doubt go read the relevant section of the FARs...apply it literally, exactly as it is written. The reg that allows use of an expired ATP written in 121 has no caveats at all.

Good to know. I just looked it up and you are correct, sir.

The only difference would be that if the pilot does not get hired by a 121 operator and decides to get an ATP in a Part 61 environment then after 24 months, he/she would need to take the written again to take the checkride.

Title 14 CFR 61.39:

(b) Notwithstanding the provisions of paragraphs (a)(1) and (2) of this section, an applicant for an airline transport pilot certificate or an additional rating to an airline transport certificate may take the practical test for that certificate or rating with an expired knowledge test report, provided that the applicant:

(1) Is employed as a flight crewmember by a certificate holder under part 121, 125, or 135 of this chapter at the time of the practical test and has satisfactorily accomplished that operator's approved—

(i) Pilot in command aircraft qualification training program that is appropriate to the certificate and rating sought; and

(ii) Qualification training requirements appropriate to the certificate and rating sought.

Right, it only works in 121.

Actually, it works if you are 121, 125, 135, a military pilot and hidden in the inspectors handbook is a provision if you're hired as a Fed, you can use a more than 2 year old ATP written.

You are correct, but I was under the impression that it only applied to scheduled air carrier ops. How many scheduled 135 are left? The FAA has switching them over to 121 rules.

125 is aircraft certification, not sure how an ATP written falls into that?

Part 125 covers commercial ops of large aircraft that don't hold out or do common carriage. If you've got more than 20 seats or 6000 pounds payload, you operate under 125 v. 91. VIP 727s and sports team aircraft operate 125. There have been some 125 cargo operations, Florida Air Leasing just hauled Wall Street Journals and some operators in Mich only worked for the Big Three auto makers.

Gets you out of all sorts of flight and duty time limits and training requirements, only need a COMM as PIC. Oddly enough, 125 does not get the same extension of the F/E written that 121 does.

And both the reg and the FSIMS just say you have to be employed by a 135 air carrier, nothing about scheduled v. non-scheduled.