"I could picture a VFR charter operation really pushing the limits on weather, but I guess it all depends on their mission and where in the country you would be flying."

"they're fraught with peril, specifically the ones on the fringe of oversight by way of distance and geography."

Hah, well I was thinking Saipan so this advice may be right on but the job I'm looking into only flies 10 mile hops between Tinian and Saipan so I can't imagine getting into any real perilous weather situations on .3 long legs.

"I got hired in eagle with 1,400 and training was a bit difficult cause I never flew something bigger than a aztec. I've heard low timers are getting busted fast and you don't want to get fired of a 121. Is not good for your career."

That's great advice J3. I never gave any thought to how a wash out during initial training at a 121 might effect the rest of my career. It's easy to think once you make it passed the interview and get hired the hard part is over but I am sure going from a little twin Comanche (or insert your favorite light twin rental here) to a CRJ is quite a humbling transition for a bare minimum low timer.

Although I may build more crystallized knowledge as an instructor I have to be honest, my priority right now is building time as fast as possible; I don't want to miss out on this supposed hiring BOOM and let 1000 seniority numbers slip by because I made the wrong move back in 2011. I should be able to accumulate about 1500hrs in 18 months with this 135 gig as opposed to 500-800 in the same amount of time as an instructor.

As far as safety goes, this operation I'm looking at seems okay. My concern is that a 121 might look at my log book and say something like, "hmm, what do we have here...1500hrs flying 10 mile VFR legs to the same two airports? Get out of here!" But, although you may be filling in the boxes under "dual" I don't see how flying a 152 around the pattern (because it looks like 70% or more of instruction time is spent only in the pattern, especially with the abysmal completion rates and instructors constantly having to start all over with 0 timers) is really that much better. At least the 135 VFR job is high perf. time, and it all will count toward my 135 IFR mins, so that option will be wide open when I get back. A year at Ameriflight to get my ATP reqs and I should be ready for hire (and initial CRJ training ) at my regional of choice 3 years from today! This tighty plan probably seems a bit naive so lets just call it my 3 year rough draft.

Crap, this reply is pretty long; much appreciation to those of you who read through all my woes and write back.