Okay, I wasn't expecting the flood of PMs so I will answer what I can think of on here...
There are no real "minimums" per se other than commercial single engine but the days of getting hired with less than 500 to 600 hours are pretty much gone. I was hired on with just less than 1,000TT and we recently had a guy apply with 4,000TT, previous 135, and turbine experience. Don't let that discourage you though, I started applying here when I had right around 300 hours and kept updating my resume every 2 to 3 months. It took almost a year before I got a call for an interview. That being said don't call the CP once a week because that won't get you hired.
Base salary for your first 6 months is roughly $1500 p/month and goes up to $1800 p/month after your first 6 months. Sounds low but where you make up for it is in the per diem. Per diem is roughly $50 to $60 p/day while you are on the road with most trips averaging around 2 weeks. There are also a lot of opportunities to make a bonus as well. We get bonuses for everything from self-serving gas to staying under budget for hotels and rental cars. You will sign an 18 month contract and the company will pay you a $2000 bonus upon completion of this contract. Additionally, upon completion of the 18 month contract, if you give them a 30 day notice before you quit they will pay you another $2000 bonus. Including per diem, bonuses, and salary you should average around $2500 to $3000 p/month.
Most trips as I stated above are about 2 weeks long. My longest so far though has been about a month. I have heard stories from some of the guys who have been with the company for a while of being stuck out on a trip for 2+ months for Wx, Mx, schedule changes etc though, so anything can happen. Best bet is to not make any plans until you have solid confirmation you are going to be home. Time off is normally about a week and a half to 2 weeks between trips. That can change though. I've been gone for a month, had 5 days off then turned around and had another trip for almost a month. I had almost 3 weeks off between my last trip and the one I'm currently on though so it all varies.
Quality of Life:
While we are on trips, we share a room with the other pilot we fly with. We don't have any real say in who we want to fly with but everyone realizes that we are basically sharing rooms together so everyone gives it the ole college try and tries to be easy to get along with. Obviously there are pilots in the company I'd prefer to fly with but everyone I've been paired with so far has been easy enough to get along with and I haven't had any issues. A lot of times we try and stay at Extended Stays and Homewood Suites so each pilot either has their own room or we have plenty of personal space. We also try and stay at places that offer free breakfast or free dinner to help out as well. Every 10 days each pilot can get their own hotel room. And once a week the company will pay for you to go see a movie or buy a PPV movie in the room. Hotel rooms, rental cars, and taxis are paid for by the company.
This is some of the most fun I've had flying professionally. We do most of our work from a low altitude and we fly all over the lower 48, Hawaii, Puerto Rico, and Canada so you will get to see the country from a perspective that most do not. As with anything involving low-level work you have to learn to deal with the heat in the summer and the turbulence. After a while though you barely seem to notice either. Most days you will fly anywhere from 2 to 5 hours normally. Some days more. You will build a lot of mountain, Cxc, actual IMC, and night time. We do a lot of work on the backside of the clock so you can expect some trips to have a lot of night flying. Usually from midnight to 6am. That can be a rough adjustment for some guys but it really isn't too bad once you get used to it. The worst trips are those that have a mix of day and night work because your internal clock gets all out of wack. But, the company does it's best to limit those kinds of trips. Once you have been with company for a while you will get the chance to fly in the Beechcraft Duchess if you are looking to build some Multi-engine time.
We fly Cessna 210s and a Beechcraft Duchess. The 210s are fun and easy to fly and they handle just like a 172 but with a slightly heavier nose (remember to use lots of trim on landing). For work in the Rockies we have Turbo 210s and on board O2. We have some 210s with tip tanks so you can realistically have about 6 hours of gas (which can also mean longer flights if you have a lot of work to do that day). All of the aircraft have G430Ws and have steam gauges. No autopilots and we frequently fly in IMC (not hard IMC while we are working but we will usually commute between jobs even in hard IMC) so be prepared to become IFR proficient. I've shot more approaches in low-vis, low ceilings, and in adverse Wx at unfamiliar airports than I ever thought I would this soon in my aviation career. It is fun but at the same time it can be challenging (and even scary at times) so be prepared for that. Anyone who looks down their nose at you and your 210 when you pull up to the FBO has never flown a little 210 through thunderstorms and all sorts of crap Wx (sometimes in the mountains) with no radar, no NEXRAD, and no autopilot. This is real flying. You will learn a lot and it can make you a good pilot. Do not think though that you will be pushed to make unsafe decisions in the face of incremental weather. Quite the contrary, the company leaves the decisions with such things 100% up to you and you will never, EVER catch any grief for not flying in bad weather if you don't feel it is safe.
The aircraft are maintained in good condition. The company depends on them as much as they do you so you better believe they take good care of them. If you ever have a Mx issue while your on a trip the company is awesome about just telling you to get it fixed where you are. We don't fly unsafe equipment and we are never asked to.
Hope this helps anyone interested in applying! Good luck and safe flying!