An excellent question...
The “type” of time which is best for any given job really depends upon the preferences of those doing the hiring. If you're applying for a job flying a complex single then they'd probably be most interested in how much complex time you've got. The same probably goes for an entry-level light twin position. Once you're in the running for turbine jobs then it may not really matter after you’ve reached some arbitrary minimum amount. Most chief pilots have tremendous latitude in who they can hire. If they like you they can get you in a front seat with comparatively low time. If they don’t like you, all of the time in world won’t get you the job. There’s an old saying that goes “You hire the secretary based on her looks; you can always teach her to type.” In some ways that applies to a very large degree in aviation. Granted, there will always be those companies that want 15,000 hours total, 5,000 hours in type and 7 shuttle missions, and a lunar landing but there are also a large number of companies that are willing to train the “right” person.
I’ve done my share of hiring. When it comes to the corporate side of things, I like to look for guys that have been "around the block". Previous jet time is nice, but it's also not mandatory in many cases. What is desirable, IMHO is a bunch of solid single-pilot IFR time in light-twins. Those guys usually have it pretty much together after they've done that for a 1000 hours or so - they know how to handle and airplane in weather and they know how to work the system. Transitioning them into a jet is no big deal. It's relatively easy to teach them how to fly a jet. It's tough if you have to teach them the other stuff as well.
I also look for guys that have a CFI certificate and have given 500 to 1000 hours of dual. In any teaching situation, it's always the instructor who learns the most. Experienced CFIs tend to know what they're talking about when they talk about airplane stuff. The problem with flight instruction is that you quickly reach the point where it does little or nothing to enhance your resume - if you get my point. After all, there is a big difference between 1000 hours of experience and 1 hour of experience repeated 1000 times.
Bottom line is that all flight time is important. I've seen situations where ex-military types were uninsurable because of lack of total time. A commercial license and 800 hours TT (even if it's almost all in jets) won't hack it if the insurance company wants 2000 hours and an ATP.
You've got to get the ratings and endorsements, you've got to get the totals up, but don't forget to work on the "total package" as well - the stuff that makes you stand out from the crowd. When you start talking about the "career level" positions (airline or corporate) the serious applicants tend to be highly qualified and pretty much clones of everyone else. In my case, when I was hired by one of the majors the fact that I had learned to fly and had a bunch of time in tail draggers and also had a glider instructor rating set me apart from the crowd - go figure? (The chief pilot was a soaring enthusiast and he told me once that he could always spot guys with taildrager time when they flew a B727.)
Have fun and good luck.
'Sled
