So, I'm a newly qualified CPL/IR. And like '000s of other CPL/IRs out there looking at what to do next. Now, I'm not stupid, I'd like to think far from it, and I entered into the training in complete knowledge that this stage now would be the hardest, but you're never quite prepared for just how hard it is.
The answer is simple. "Come back when you have at least couple of thousand hours and significant jet or heavy turbo-prop experience." That is the answer you are likely to get from a lot of airlines. It has been the same answer for decades!
At the
ab-initio level, some of these companies will offer apprenticeship "cadet" programmes, but they are very specific.
As for pay to fly, I think if I am flying, or co-flying an aircraft, and someone has paid for the load to be carried (ie. fare paying passengers or revenue generating freight is in the back) then the crew should be paid. Otherwise it is purely driving up the profit of the operator and exploiting the pilot. And if an operator can not survive and pay the crew then you should ask if their business is viable - would cabin crew pay to fly and who get;s who out of the schtick when it all goes pear shaped?
How much were you thinking of? How much do you consider you are worth in relation to an experienced pilot with many thousands of hours? How much was your "paid for" type rating worth? Do you consider the probationary 6-8 month period worth the prospect of a contract at conclusion? Take a look at those other "professions" that are promoted by way of example. Take a look at internships, apprenticeships, placements, etc. They are all a part of the training regime leading to the more rewarding parts of those respective "professions."
Far too many people have deluded themselves that a CPL and 250 hours is the natural passport to the right seat of an airliner. It isn't and it never was.