If we are flying for business or pleasure, or for training or currency, other factors come into play. At the heart of these decisions comes the basic dividing point. That is, given a choice, do you pick a large, busy towered field, or a smaller, nontowered field that operates at a more sedate pace? Your destination itself may influence that decision. Perhaps you're flying into a large metropolitan area, and your destination is some miles from the large airline airport - but you might find that it's right next to a general aviation airport. After all, that's one of the benefits of GA flying, you can land at any of the more than 5,200 public-use airports in the United States; you're not limited to the 540 served by airlines.
The Large vs. Small Debate
Oh, the pleasures of a small, country airport - personalized service, uncrowded skies, low prices - these are some of the things that make flying a delight. Unfortunately, that's not the whole story. Small airports may also come with negatives attached, such as no place for you and your hungry passengers to eat, constrained operating hours, limited (if any) motel selection, little or no maintenance capability, or a remote location. Large airports seldom come with these constraints, but at a price - literally.
First, let me define large. For the purpose of this discussion I am excluding the super-big airports - basically the top 10 in the country based on passenger volume. Unless you have a very good reason to go there, Los Angeles International, Chicago O'Hare, Atlanta Hartsfield, and their ilk are not for you. (The landing fees alone can be enough to discourage all but the most determined general aviation pilot.) For most of us, the main airports in such cities as San Jose, California; El Paso, Texas; Jacksonville, Florida; or Ottawa, Ontario, are quite busy enough to qualify as large.
The main distinctions between large and small airports lie not in how much concrete has been poured there, but rather on two basic considerations: prices and complexity. Almost invariably, fuel and services cost more - sometimes considerably more - at large airports. For example, large-airport FBOs, especially those that cater to corporate aircraft, frequently charge for things that smaller airports often provide for free, such as pumping up tires and struts, "start cart" assistance, or moving the aircraft from the "red carpet" area to the overnight tie-down spot. These costs can add up quickly.
Complexity refers to operational tempo as well as the airport layout. Although certain smaller airports can unquestionably reach saturation in the pattern or in adjacent airspace, large airports add high-speed jet and turboprop traffic to the mix, along with controllers who are used to dealing with professional (read: fly for a living) pilots and have limited patience for slow, single-engine airplanes clogging up their airspace. If following the direction, "Keep your speed above 130 knots" on the approach isn't feasible (or even possible) you are probably at the wrong airport. Just the taxi from the runway to the ramp can be an adventure in navigation; you practically need a MapQuest tutorial to find your way around some airports.
Offsetting these concerns are the small-airport issues, which are driven by this simple rule of thumb: Never land anyplace you don't want to be stuck. Forget about a mechanic. I've transited airports where there wasn't even a working telephone, much less an attendant. Fat chance of getting any timely help there if you break down or get weathered in. Other airports may be far from a decent hotel. I, along with the wife and kid, once had to hitch a ride in the county sheriff's cruiser to a motel 30 miles away because the little Arkansas town in which we chose to break down didn't even have a taxi!
My bottom line for cross-county site selection is this: If it is an either/or choice, pick the larger over the smaller airport. Especially if you can negotiate free parking with a fuel purchase, or find reduced fuel prices on weekends, larger airports are usually the better bet. If you have multiple selections, and they're all about the same distance from your ultimate destination (not a factor if you're just landing, refueling, and flying home to log a solo cross-country), then pick the smallest airport that can address all of your needs.
Other Considerations
Familiarization flights. Although you may never be required to do so, it is a matter of prudence to get acquainted with the possible diversion fields near your local airport. You should visit each airport within 50 miles of your home base and, if you're instrument rated, fly the available instrument approaches. At the very least, get a visual image of the airport, its surroundings, and any nearby landmarks. These may well come in handy if you have to make an unscheduled, low-visibility arrival because conditions at home base are even worse. Additionally, some approaches are more tricky than others; you don't want any extra pressure if you are conducting an actual diversion.
Performance. Central to any planning is the adequacy of the airport itself in terms of basic features. How long and how wide is the runway? Does it have a slope? Approach and departure obstacles? Can your airplane and skill level handle them? Would high density altitude be a factor in a safe departure from the available runway? What about crosswinds at single-runway airports? Particularly in the West and Midwest, strong constant winds can make a single-runway airport unusable for extended periods, something you'd rather not figure out on short final. I once landed at Deming, New Mexico, when the winds were measured as 38 kt gusting to 42. Fortunately, they were right down the runway, but so strong I was afraid the plane would tip over on the turn to taxi back. Query the weather forecasters on the likelihood of extreme crosswinds, and if they're likely you should either have a very solid plan B or just select another, more favorable stopover.
Maintenance issues. If you must remain overnight (planned or not), the topic of maintenance should be considered. If you break down, even something as simple as the plane not starting, who is going to help you get going again? Will a mechanic have to drive over from an airport in the next county? (I've had that happen.) How good a repair can be achieved? Granted, if the aircraft is in such bad shape that it is likely to break down, you shouldn't be taking it anywhere anyway, but a reasonable approach is to be a bit more cautious in considering maintenance support if the plane has a recent history of problems. Also, if you have a particularly rare aircraft, or one for which spare parts are hard to obtain, you might want to be more selective. The same applies if you think you may need oxygen replenishment in order to continue with the trip. You don't want to find out too late that no O2 is available if you plan a leg over the higher parts of the Rockies, for example.
Maintenance support also comes into play if adverse weather is a potential factor. Does the FBO or airport have snow-removal equipment? Deice capability? Engine preheaters or start-carts? A hangar might be the way to go to address these issues, and hangar space may also be needed in the summer, when thunderstorms bring high winds and hail. When inquiring into the availability of hangar space, find out if you can get an hourly rate versus the overnight price. Some locations will move the aircraft inside if a particularly nasty thunderstorm appears, but only for as long as needed, thus saving you a fair amount of money if paying by the hour.
Facilities. At some point you will want to consider what the airport (or FBO) has to offer in terms of amenities. Maybe I'm spoiled, but I won't use a FBO that doesn't have DTN, DUATS, or some other weather radar display. While you probably will not be able to ascertain the total level of pilot aids over the phone or in a reference, deter- mining an FBO's online and weather radar capability is easy to do - visit AOPA's Airport Directory Online ( www.aopa.org/members/airports ) or make a phone call. A flight service station on site is a real plus, though this is becoming more rare each year.
Other considerations may include proximity to a restaurant, or, lacking that, the availability of a courtesy car or driver. Some restaurants, mostly those in rural areas, may even send their own driver for you, either to pick you up or to deliver take-out.
To end where we started, cross-country trips are some of the best flying you can find. A little informed planning will give you the maximum opportunity to enjoy your journey and the shortest drive at the destination if it's beyond the boundary of the airport - big or small. Dr. Cass D. Howell is an associate professor of aeronautical science at Embry-Riddle Aeronautical University. He is a CFI with a multiengine rating and approximately 3,000 hours. He owns a Beech E33 Bonanza.
Help Is On The Web
Finding Your Way In Unfamiliar Places
Are you intimidated by the thought of landing at an airport with a control tower - especially an unfamiliar towered field?
If you're concerned about getting lost on the way from the runway to the ramp, help is as close as your personal computer. In an effort to reduce the number of runway incursions - unauthorized entry to a runway - the AOPA Air Safety Foundation and the FAA's Runway Safety Program Office have made taxiway diagrams for more than 450 towered airports available for free on the Internet ( www.aopa.org/asf/taxi/).
Download and print out the diagrams for any airport you plan to visit; you'll find them an invaluable reference in the cockpit.
If you're still hesitant, after landing and changing frequencies, tell the ground controller that you're unfamiliar with the airport and ask for a progressive - he or she will monitor your taxi progress, telling you when and where to turn.
Remember that absent any other instructions, your taxi clearance authorizes you to cross other runways as you taxi your way to the ramp - but if you're ever unsure, clarify with the controller before entering or crossing a runway.
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