As stated above and ATP is an ATP. There are, however, two different written tests you can take but they get you to the same place. Usually a written test expires after two years if you have not completed the practical. My understanding is that this is not the case with the ATP. If you take the 121 written and are employed as a 121 pilot then the written with not expire. Same goes for the 135 written and you are employed as a 135 pilot. I believe. It is also my understanding that if you take the 121 written (like I did) and are employed as a 135 pilot (like I am) then the written WILL expire in two years. Usually I have the regs to defend my position but this time I don't. I'm hoping someone else can dig me out.

1. No you do not need the written for the 135 PIC ride. To work as PIC in 135 all you need is a commercial. Hence what ATP stands for, Airline Transport Pilot. Sure many 135 operators would love for you to have the actual ATP certificate, but they could careless if you have the written only.

2. Nope, basically a commercial and instrument checkride in one.

3.Of course they do.

If you're curious about what each ride entails have a look in the 8900.1 FSIMS on the FAA webpage, which is basically the old Inspectors Handbook. This is what I use as a guideline when giving a 135.293/297/299 ride.

Flight Standards Information System (FSIMS)

The ATP ride is the same, the difference is which written you take. You do not have to take an additional written exam ever. If you have current 135 experience, it may be in your best interest to take the 135 written. If you have 121 experience, it may be in your best interest to take the 121 written. I took the 121 written without any 121 experience. I do, and did prior, have 135 experience, and my last 135.293, 135.297, 135.299 ride counted as the ATP ride because the written was completed and I had filled out an 8710 (look at the ATP regs under Part 61) even though the written I took was the 121 ATP written. My certificate just says ATP Multi Engine Land.

The ride is not easy, but not insurmountable, either. People do fail the checkride. I did mine in a Navajo, but you can do it in anything. There is an ATP single engine land, ATP multi engine land, ATP single engine sea, and ATP multi engine sea.

If you have trouble shooting approaches and doing stalls and steep turns at 1,500 + hours, than you haven't spent your time wisely...Aside from a couple maneuvers and a shut down, the ATP checkride is no different than anything you will experience on an IFR day...

I believe i logged a block of 3.1 flight hours on my ATP checkride, mostly because there are so many boxes to check off, but it was by far the easiest and stress free checkride i've ever taken, and it was single pilot with the fsdo.

What about a ATP SEL whats that like?

Incorrect. You do need an ATP to act as PIC of a Multi-Engine aircraft in Part 135 ops.

Slipped: The information your seeking can easily be found in the PTS and/or FAR's. At this point in your career (assuming your prepping for a potential ATP ride), you should really have already made yourself familiar with these things.

Your instrument checkride all over again, but this time with less stress.

sweeeet....

i have never seen an operator care about a ASEL ATP. I wouldn't spend the money if it's not required. Get the AMEL ATP and that will make single engine operators happy enough.