Around123

As the regionals struggle to hire and retain pilots, non regional pilots with 135 or 91/91k time will be hired in greater numbers to keep people flying little jets for little pay longer.
If you have a solid 91 or 135 job ask one of your airline friends for a copy of the threat error management plan, So you can better tell your stories in ways the airlines approach flying. Fly standed with checklist and call outs. Use stabilized approach criteria 500ft VFR and 1000ft IFR unless otherwise briefed.
Fractional airlines have 121 airline style manuals you may want to read.

The 91 and 135 pilots that fly very little structure seem to have the hardest time transitioning. I fly with some of them at my regional and " I think to myself wow you have 7000 hours but you can't even plan a 3 degree decent or keep track of fuel because you never land with min fuel and you upgraded with very low time."

The 135 and 91 pilots are exposed to airports that require special training at 121 airlines. The number of airports you go to for the first time each year teaches you a lot. Planing fuel and flights teach you a lot. Setting up customs is one example of everyday life for you and very foreign for 121 pilots. Learn how to highlight what you do. 135 and 91 flying is a lot more challaging and stimulating enjoy it why it last. Airline flying is learning how to put up with bs and not talking about it. The pay and perceived stability is what causes the dream effect.

I hope you guys find what your looking for. Leaving a good job to get 121 regional time because you think the majors want this type of time is crazy unless you hate your job or the type of flying.

Around123

One thing I will never forget in my career was when I asked a SWA Captain what's better 121 or 91. He had 20 years of 91 flying and 7 or 8 years 121 flying. I Said so what's better he said corporate flying is always more fun and airlines flying is more money. He obviously had never worked at a the regionals.
I was flying single pilot freight at the time with 1500 hours total and 200 multi time and it still has a lot of truth to me.
I have 7000 hours now 4 types Lears, Beechjets, Boeging 747's and Crj's, furloughs, bankruptcies, walked away from jobs that questioned ethics. I still don't know what type of flying I want to do for the next 30 years.

Enjoy the ride you only get to do it once. Building time when you have non is a most but once you have some do wants good for your family. They will call if you put in the time updating I think.

Timbo

I've wondered about this for many years but I've come to understand that the Legacy carriers are looking for a 'known quantity'. Hiring a ex Military or RJ type over a corporate type gives them more background information on that applicant. They aren't looking for stick and rudder skills, they are looking at your employment history and previous training records. It is much easier for an HR Department to verify that background on a Military or RJ pilot, especially if the legacy owns the RJ outfit!

Also, if/when you sit down for an interview with a legacy Chief Pilot, chances are about 99% that guy is former Military or RJ, so he will feel more comfortable with an applicant that speaks his language.

galaxy flyer

In the 70s and 80s, corporate pilots had an easier time because that was very nearly the only way to get jet time outside of the military. Now, the RJ world produces thousands of guys with jet time and 121 time. As Timbo said built-in BS resume detector. That and then corporates were pretty much large corporations that provided a large degree of "discipline"--corporate culture. Now, anyone who hits it big can buy a jet and hire two pilots to fly it--much less discipline and ease of getting background checks.

GF

at6d

8.5 years part 91
7 years regional
8500 TT | 1100 TPIC
C560, C680, 737 types
Hired SWA 2015