I can think of MAYBE three who stand hard on their 100ME requirement, if they even have one.

After my multi, "built time" by "working on my MEI" with another instructor and we just did some XC's. Did my MEI immediately after and instructed about 4 + misc students until I got hired on with about 120. I wouldn't trade the experience instructing in the twin for anything. Glad I've got that under my belt.

Whatever you do, do it fast. Every other low time guy out there with their eyes on the regionals is trying to figure out how to do it without instructing. If you don't make it fast, there won't be anyone left to give you those ratings you need to make it to the regionals (ok, probably an exageration, but you get the point).

Multi-time
 

I was working at an Alaskan Air taxi that owned a B2-A Islander. None of the older and more senior Beaver pilots would touch a multi-engine plane. I don't think that most even had a multi-rating. Even though I was the youngest guy and only had 850 hours the chief pilot made me do it. I only had 12 hours of ME time and it was years prior. Before I knew it I was loading and unloading 2200 lbs of cargo in between short flights.

The best thing about it was that weight and balance required the biggest loads be placed right under the wing. On scenic flights I made the heavy set guys sit in back and put the girls up front.


SKyHigh

In exchange for what?
No thanxs...

Actually it is the best paid entry-level aviation job, so you get plenty of money. Plus there are intangibles like job satisfaction, camraderie, etc. Then there's the major airline job at the end...

It's not that dangerous either. Most of the guys I know who died young were riding motorcycles or screwing around with military airplanes, not actually engaged in combat.

Regarding ME time, I bought some (safety pilot) until I could qualify to MEI (insurance). I had a total of 350 ME when I got my first airline job.

At the time you needed close to 2000 hours to get an interview, so I had PLENTY of time to network and do the odd ME student at the FBO. In today's environment I suspect that you might not want to delay your airline job for two years while you scrounge ME time...I'd probably just buy a block.

In the distant past, some airlines supposdly did not like SP time, but I don't know of any that specify that today. If in doubt contact the airlines you are interested in and ask. It should be obvious that an airline would choose an MEI or 135 pilot over a safety pilot if they had to make a choice, but today they can't be picky.

30 hours through my flight school's transportation program
50 hours through a summer of weather modification
20 hours through getting ratings (MEI and multi)
150 hours through an internship

Multi was the biggest thing that I was worried about, so I chased it pretty hard. Choose the experience that gives you the most multi time over gigs that might build your total time, in my opinion (even though I am shorter on total than I'd like to be). I would have liked to MEI, but I would have had to hang around for quite a while longer at my flight school to do so.

I got into part 135 with only like 25 hrs multi. Had to load cargo at 3am, but didn't pay to play!

I went through the Aviation Cadet program, and flew fighters. I decided to get out and go with the airlines. I needed multi time, so the Marine Corps helped me out by sending me to Viet Nam. There, I wormed myself into a position where I could fly and log multi time in an R4D-8 (Super DC 3), the Marines were also nice enough to let me live in an 8 man tent, eat C rations, crap through a hole in a board and watch the nightly fireworks display.