The need for "real world" practical training is growing as VLJ numbers rise in Europe with the United States prominent in providing facilities. Benjamin Marcus, ceo of JetAviva, based in Van Nuys, California, says: "We are receiving many inquiries from all around the world, including Europe and the Middle East. We have already provided the jet familiarisation training (JFT) course in the Eclipse 500 to Europeans and are looking forward to doing the same with the Mustang and eventually the Phenom 100."

He adds: "Demand is quite strong. Many pilots are finding that the technology and the price are right to make the transition from piston and turboprop aeroplanes to jets. We offer a training program designed to help make this transition smooth. We will be bringing Citation Mustangs online later this year and are currently accepting training reservations from clients interested in signing up for the end of 2008 and the beginning of 2009."

Currently there are more than 900 Citations in Europe, representing 57 per cent of the total European business jet fleet, according to Cessna. The company plans to deliver 121 new business jets to Europe in 2008, with the top sellers being the Mustang, Citation XLS+, CJ3, CJ2+ and Sovereign.

Cessna expects to deliver 100 Mustangs this year, about three out of every five going to clients outside the U.S. "Europe is the largest market for Cessna products outside of North America," says Cessna chairman Jack Pelton. "The European Union is home to many large-scale exporters - creating a need for extensive use of business aircraft both within and outside the region. We see the potential for significant development in the population of the European business jet market, from small to transcontinental, during the next 10 to 20 years. Based on our commitments so far, we expect to add about 100 to 125 Citations each year during the next two or three years."

JetAviva's Marcus says the VLJ training programs provided by the factory authorised training providers are quite good. "Most include some form of pre-type rating evaluation and post-type rating mentoring." However, he says: "There is a need for a real world overview of jet flying so that the material learned in the type rating class will fit into the bigger picture of how to safely fly a jet from point A to point B. We believe that this correlation between what is learned in a simulator in type rating school and how to apply these lessons to the real world is the critical component that will make new VLJ pilots proficient."

Recurrent training, Marcus adds, is also a must for new VLJ pilots. "We recommend recurrent training every three months for the first year of flying a VLJ, and every six months thereafter."

JetAviva has six VLJs, including Eclipse 500s and Mustangs, but the fleet is set to grow quickly, according to Marcus. The JFT program, he says, is designed to enable the user to become a safer jet pilot, gain experience in a VLJ, excel during type rating training and help determine, where applicable, which VLJ is the right choice.

The company says it accommodates both the experienced jet pilot looking for type specific training and the novice general aviation pilot looking for complete immersion in jet operations. "I used to own a King Air and am currently flying an Aerostar," explains Lloyd Martin, "but I felt like I needed some exposure to jets before I went for my type rating."

VLJ training facilities are also springing up in Europe. The New FlightSafety Cessna Citation C510 Mustang full flight simulator, for instance, is now installed at Farnborough in the U.K.