While I appreciate the time put into the research, I have to disagree with some of the stuff in there.

The fractionals aren't really a pipeline to the regionals. Most of their hiring minimums require at or above ATP mins, and much more time than that is needed to be a competitive applicant.

As for the 135's, there are definitely some positions available for those who meet 135 mins, but that means pilots still need have 1200 hours. Also, some of the scheduled 135 (Cape Air for example) actually require an ATP. These places aren't going to hire FO's if they don't need to, and given the fact that now they can hire lower time pilots than the airlines, they won't be hiring many into the right seat anymore. Also, many of these places have a 1 to 2 year training contract, which means there won't that many people flowing up and out of the 135's. Assuming pilots get hired at 1200 TT, they will likely have 2000-2500+ TT before they reach the end of their training contract obligation. In other words, pilots aren't going to be able to go to a 135 with 1200 TT and build the extra 300-500 hours of experience they need to go to the airlines and move on in 6 months. Through training contracts, the number of pilots that can use 135s as a stepping stone will be restricted.

Also, is Great Lakes a 135? I thought they were 121.

At the end of the day, CFIing is still going to be the main 'pipeline' to at least 135 mins, and probably all the way through ATP mins. Other time-building opportunities are drying up as the cost of fuel and insurance rises. CFIing to 1200-1500+ hours is a ponzi scheme any way you look at it. The number of students it takes to get a CFI to ATP mins is unsustainable. Example: It takes approximately 10-12 private to CFI students to get an instructor to 1500 hours. If even only half of those students go on to be CFI's themselves, that means another 50-60 students are required to get those people hours, and the cycle continues.