I have a few friends who have tons of 135 PIC and didn't get any bites from the majors until they went to the regionals and got some 121 PIC. So if the goal is a major airline career then maybe there is some extra value with 121 PIC over 135.

If your looking to go to the airlines, then you need to fly for an airline. You also need jet time. I've got nearly 11,000hrs with 5,000 turbine PIC all 135 but no jet time and it gets me nowhere. I'm sure the training will be far superior to what your getting 135 also, I know it has been for me.

That's a silly thing to say. Of course they want glass time. Even 3 out of 4 regionals asked for it during interviews. Not saying it's required but it is much preferred.

I sat left seat in a Caravan part 135 for about a year. Currently a 121 regional FO. I know lots of people that stayed 135 hoping that having turbine PIC would get them to a major, and it really hasn't. Most 135 pilots seem to have to spend at least a year or two in the 121 world before the majors consider them.

That being said, I flew a Caravan which is single-engine turbine PIC (aka worthless, other than being able to say that I have some Turbine PIC). Not sure if it would have been different in a BE-1900 considering that it's multi-engine turbine PIC, but the one thing that seems consistent is that the majors like hiring pilots with prior 121 experience.

If your goal is corporate aviation, the BE-1900 TPIC might be worth something. If your goal is a major airline, I'd make the switch to the 121 environment as quickly as possible.

Just my 2 cents.

Probably background specific, but Speaking to a recruiter at one of the big 3, he seems to view part 135 PIC time with the same value as part 121 regional SIC time for guys with a military background building time when they get out. If you can upgrade- do it, get some TPIC time under your belt and apply to LCCs and regionals next year. That way you get some PIC experience that will help you be successful upgrading to part 121 PIC at a regional with short upgrades.

This is correct. Oh wait, nevermind, it's not 1999 anymore...

All else being equal (no affirmative action or family in high places) 121 RJ time is far more likely to get you called by most majors. More so than any civilian prop time, much less a 1900.

On a sort of related note... How about going from 121 turboprop to a major? Obviously RJ time would be more competitive but are guys currently going from Dash 8's and Saab's to the majors?

Airlines are looking for future Captains and not professional first-officers. Any evidence that you can provide them that you are Captain material will give them the confidence that you are likely to be a good candidate. I imagine for the individual who posted, being a B-1900 Capt in Alaska has to encompass some challenging "real" flying and decision making. But most of all, upgrading fills in the blocks that recruiters are looking for. Now if you were given a choice of upgrade that's a completey different story. I would consider taking the B-1900 upgrade, get some PIC hours under my belt and then move on.

And by the way, recruiting is quite an imperfect science at best. There are tons of highly qualified guys who never get called/hired. And that indcludes both from the military and civilian ranks. And then suddenly you hear of someone getting hired (lets assume no connections or Affirmative Action) who does not seem that particularly competitive. Go figure!

GTFOH.
I was a prior regional FO, now flying as a 135 Captain in a Citation X. Guess what? I have an interview with Delta (pickiest of them all) in a few weeks and I've interviewed at SW recently. Not once, have I gotten a whiff of the stigma you described regarding 135 time.

What stigma are you talking about? The point I was trying to make is there isn't one for 135 PIC time.

I think passing up on an upgrade to a PIC position when your resume lacks PIC experience it isn't the best idea.