I'm going to add some more to this. Those of you who have been in the flight training industry for some time, compare and contrast the old style CAA Frozen ATPL holder straight out of training with his or her JAA counterpart.
We used to train pilots almost exclusively for single pilot piston operations. They knew nothing about Operations Manuals, loadsheets, journey logs SOPs and schedules, the things that dominate your life as a junior FO. They had only flown solo or dual, in each case doing everything in the aircraft from the flying to the RT to the navigation. Teaching them to sit on their hands and distribute work in a two crew environment was often a major headache, 'cause they'd only ever flown single pilot.
Now we teach pilots the rudiments of EFIS and FMS, not enough to get fixated by type, but enough to make it less of a shock. They learn JAR OPS1, which all JAA ops manuals are based on, they learn a little about MNPS operation, a little about HF comms, and a little about real life paperwork. They get an introduction to two pilot operations with the MCC course, once again not enough to do harm but enough to take off the rough edges.
The argument about Jet Orientation Courses seems to be one of where do we stop? The answer at the moment seems to be when you get type or airline specific. Unfortunately its really hard to teach autopilots, EFIS, SOPs and FMS without being type specific.
Another answer might be 'don't stop'. Instead, identify the airline the pilot is going to work for and integrate the airline SOPs and type specific training right down into the ATPL course so that type specific data, when taught, is the right data. Now that's a tricky one, because it means the airlines have to mark the candidates for employment before they're trained.
Even without that, the current system is a whole lot better than the one that we used to have.
Marketing? There are some genuinely helpful marketing people out there, including Fogbound, but most of them are not your mates.