Tips for Flying Into Class B Airports for the First Time

The US airspace system is unique because it’s open and free for all aircraft. Even VFR planes are technically allowed to call up a big, busy Class Bravo airport and request to come in for a landing. 

Sometimes, it makes sense. Perhaps you are dropping off a friend for an airline flight, or maybe it really is the only airport that gets you where you need to go. 

In many cases, you’ll be allowed to enter Class B and land in these cases. 

But a little prep work helps, so here are five tips for your first trip to an airport bigger than what you’re used to. 

Some of these are best practices no matter where you’re flying, while others apply to only the largest airports. 

5 Tips for Flying Into Big, Busy Airports

Size is relative. If you learned to fly at a small Class D or uncontrolled airport, flying into a neighboring Class C with airline traffic will feel like going to a big airport. 

On the other hand, if you learned at a very busy Class C or D field, there’s only one bigger place to go: Class Bravo is for Big! 

So, whether you’re going into a Class Charlie or the biggest Class Bravos, here are tips to help you find your way. 

Tip 1: Decide If It’s Really Worth It

The first step to flying into a big airport is to decide if you really need to do it at all. 

This isn’t a dodge to the question; the truth is that the system isn’t designed to accommodate small general aviation aircraft at major hub airports. 

If a Class B airport is too busy and crowded, most communities have smaller, outlying GA airports to relieve the traffic. By design, corporate and private flights are supposed to use these reliever airports to reduce congestion at the big Class B. 

In most cases, there are no rules expressly prohibiting you from flying in and out of the busiest Class B airports. 

Controllers generally must handle any aircraft on a first-come, first-served basis. 

However, a little knowledge of the system goes a long way. Flying into one of these airports gums up the works, and while it may be technically allowed, it’s not a good idea unless it’s absolutely necessary and is usually discouraged. 

The biggest airports may also be a hassle for you as a pilot. 

You might wind up taxiing for a long, long way to get to the GA ramp, and you might find yourself lined up and number 21 for takeoff. Who doesn’t love watching the hours stack up on the Hobbs meter when they’re number 21 for departure? 

And, speaking of how much this will cost, you may be charged parking and ramp fees — although these can sometimes be waived with a minimum fuel purchase. 

If you do buy fuel, it’s likely to be much more expensive than it would be at smaller fields. 

As is the case with weather, pilots need to be self-aware enough to say no when situations exceed their limitations. If your radio communication skills are weak — or you are new to busy airspace in general — it’s definitely best to get more practice at quieter Class D or C airports first. 

Tip 2: Preparation 

Going to any new airport means doing your homework first. You need to understand the surrounding airspace, the rules to know, and the airport’s particular rules and procedures. 

Remember, Class B airspace has extra equipment requirements and weather minimums. Some Class Bravos also have reservation systems or limits on VFR flights. 

It’s up to you to determine the rules early rather than just showing up and hoping for the best. 

You’ll need to know about the FBO choices on the field, including which one you will use and how to get there. 

Part of your preparation should include calling the FBO and asking if there are any extra procedures you need to know. Some pilots go so far as phoning the tower to ask about their arrival. 

The controllers are generally helpful and will often go so far as to recommend times when the field is quieter for a GA arrival. 

When you get on the ground at the airport, taxi instructions are going to come fast, and they’re going to be complex. This is why it’s especially important to be familiar with the airport diagram and know in advance of any runway incursion hot spots marked on the charts. 

While prepping, spend some time thinking about a backup plan. 

What if you arrive and there are unseen delays or ATC cannot handle your request? It’s not unheard of for VFR flights to be told to stand clear of the airspace until things calm down at the airport. 

How long do you want to circle, and how long will you wait? Is there a nearby reliever airport that will meet your needs?

Tip 3: Avoid “Small Plane” Requests and Try to Fit In

Unless you arrive at the airport and it’s dead quiet in the middle of the night, do not expect to be allowed to do anything but land and taxi to the ramp. 

At super-busy airports, controllers do not have time for multiple approaches, touch and goes, or even full-stop taxi-backs. The speed of other traffic means you won’t get ‘the option’ or anything like that. 

You should be ready, however, to accept some special requests from the controllers. 

You may be asked to ‘keep your speed up on final’ approach. When everyone around you has an approach speed of 120 knots or more, having a Cessna on approach at 65 throws a wrench in the works. 

Remember, however, that you have the final say in how you fly the plane. 

Don’t do anything you’re uncomfortable with, and state “unable” if you cannot immediately comply with a request. If you must go this route, know that you might be resequenced for the airport to start a new approach.

Tip 4: Get As Much Help As Possible

Clear and concise radio communications are essential at busy airports. 

With all the going-ons, you must be able to monitor the frequency and decipher instructions meant for you. Just because they’re busy, however, does not mean that the controllers are not there to help you out. 

VFR pilots should start by asking for flight following from as far away as possible. 

Along the way, expect to clarify with controllers that you’re inbound to the airport for a full-stop landing—they’ll probably expect that a small aircraft will only be transitioning the airspace. 

Flight following will allow you to simply continue to the airport, and the controllers will hand you off from one controller to the next. When the time is right, you’ll hear the magic words, “You’re cleared into the Class Bravo.”

If you approach a Class B airport without flight following, you’ll need to request clearance into the Class B airspace from the correct approach controller. 

This frequency can be tricky to find if you aren’t familiar with the area. Be sure to read the Chart Supplement carefully and get the right frequency.  

Once on the ground, request a ‘progressive taxi.’ 

Depending on how busy they are, the controller may not have time to be overly helpful. But just by asking for it, you’ll be signaling that you’re unfamiliar with the airport and need a little extra help. 

If there’s one important rule, it’s to be sure that you understand all of your instructions, both on the ground and in flight. Don’t hesitate to ask for clarification or different instructions. 

Tip 5: File IFR, If You Can

If you’re instrument-rated, entering a new, busy airport can be significantly easier under IFR. 

IFR aircraft are cleared into the airspace and sequenced with the rest of the traffic, making the whole process smoother. 

You Are Cleared Into the Class Bravo

Remember, you must hear those magic words before entering Class B airspace. 

There are other differences, of course, but the reality is that they’re just bigger and busier versions of the other airports you’ve flown into. Some Class Bs are set up to handle GA traffic easily, with smaller, separate runways and remote-located FBOs. 

But other fields pose a real challenge, and you’ll be rubbing shoulders with the Airbuses and Boeings. Are you ready to land at a Class B airport?