Sorry, but you did kinda bring this on yourself by posting this... Why even mention the bold remarks above? That suggests that you don't take responsibility for your mistakes on the ride, which is why people are responding as such. And although I'm sure you have the experience you say you do, comments like this don't sound like they'd come from a military and 121 check instructor (or someone with 25 years in the field), based on my limited few years in the industry.

 

You know, upon further research, I'm not going to completely call bull on this, but it is interesting that you don't seem to have 1500TT/200ME, based on this quote of yours:

I know its not unusual for military pilots to be under 200 ME, but 121 check airmen? Not so sure about that.

 

Hiring these days is all about recommendations. Nobody will look at your resume without somebody internally pushing your stuff to CPO. Just look at the pool of candidates, we have 4-6K applications on file for 100 seats. To clear things up: You can have failed checkrides, and still get a call for interview in this very competitive environment, as long as somebody says that you are a good guy. During interview, you will have to be honest and explain the circumstances surrounding your failed checkrides. It was the same in mid 90s, 2004, and 2005. As soon as majors start hiring a lot of pilots, regionals will interview anybody that submits an application. However nowadays is still very competitive and you need a recommendation even when your record is clear.
Now, if you have been flying for 25 years, why are you looking at regionals, it is not a place for you, and just because of that, you may not get a call. We don't want to hire somebody, that will be trained for $15K in expenses and then that pilot moves on to a major airline. So you either lie about your background on this forum, or there is something else. I suggest you reexamine your position here. I have participated in a lot of interviews and I'm giving you the best advise. NetJets used to hire IT specialists to track down applicants through the web, and they knew exactly who they were dealing with. Anything posted on public forums is traceable back to you, and before you say anything else, and ask me how is this possible, I can assure you, it is! Just take time and think about it, before your next post.

 

Hiring style has changed dramatically since Buffalo, we all know this. Many of you have ghosts in the closet including failed check rides, all HR is trying to do is get you to fess up to them. Low timers like Jetlink may not understand why experienced pilots end up at regionals, such as lacking recency of experience. This is a hard number just as TT and ME time, however with 34 years of flying you pick up on all of these hiddens. The philosophy here is simple, they're hiring someone with a strong 121 background, check airman, current CFI, and no busts. It's simply more cost effective in training and OE. If they get their six months or a year out of you so be it, they're still ahead.

 

Regional are for guys with lack of recency of experience, well you are an expert in 121 operations. I'm just trying to help guys here, but see that it is pointless since forms are packed with "pilots wanabes" like you. Keep dreaming my friend...
Looking at your activity on this forum, you are "highly" experienced. All I have to do just look at your posts and starter posts and I know how "narrow body" you are. This is really entertaining...

 

You missed the point which is regionals are willing to hire pilots with a lack of recent experience, I am telling this first hand as until recently all of my tickets read 19xx on them for dates. What I was able to accomplish was obtain a first class, a BFR, picked a used 150 (narrow body) in order to gain some experience. I then flew with a DPE, got a new CFI, and placed this newly kindled experience at the very top of my resume. Dream? I have three offers and now need to determine who has the better deal. I am simply proving that it can be done, and I hope others may benefit from this knowledge.