Again I am not in the know or ready to break into the airlines myself but I would think if you had X amout of training in a CRJ sim and the other training that comes with the program that would show an employer that you can at least learn what they have to put into your head. I would also think it would carry a little more weight if you are looking at a company that flies the CRJ 200.

If I were in a hiring position and had to candidates, one CFI with 800/100 of C-150/2/72 time and one with 500/100 of random time along with passing a formal training course on the aircraft my company flies, if both met my mins I would hire the guy that has proven he can pass my type of training course and is already ahead of the game. Aren't FOs supposed to be under the watchful eye of the CA? I see the FO seat as a possition to learn from. Not like a new student pilot but learn all the same. So with 250 or 2500 hours as long as you have proven that you can fly the airplane and do what is required of you then what does it matter. The right seat is where you build that time/experience/maturity. Otherwise all airlines would fly with two CAs and there would be no FOs on the payroll.

What is next you have to have 500 hours before you can be a CFI? There are CFIs at the school where I got my ticket that have fresh COM/CFI tickets. I had more hours as a Inst student than they had as a CFI. One of the instructors there has 0, yes 0 actual instrument time. How does that qualify him to teach someone how to fly on isntruments? I am lucky in they fact that I have my own plane and flying is a bit cheaper for me. I try to fly in IMC as much as I can when it is safe to do so because I think it makes you a better pilot. I remember the first time I went IMC for real. It was a little scary. I don't care how much hood time you have it is not IMC.