You can land anywhere you want, pretty much. It all depends, as others have said, on how much of a landing fee you are willing to pay.
In some cases a large major airport really IS most convenient. My wife and I wanted to visit the Udvar Hazy Air and Space museum during its grand opening in late 2003. Dulles was still under the ridiculously strict DC ADIZ brought about as a result of an overreaction to 9/11.
But the process was well documented by then so we took off from KSNC (Chester) and headed south. I picked up Flight Following just south of Newark. (They tend to vector VFR aircraft out to sea in the Newark area, so I just fly over the Class Bravo.
At some point we were cleared into the ADIZ and were handed off from center to Dulles approach. The approach controller set me up for a loooong base leg that would roll me out on a 2 or 3 mile final. Which made sense. There was no point in putting me in the long procession of commercial aircraft stacked up on 40 mile finals.
About 20 miles out, approach called me and asked if I could give them 160 knots. (I flew an RV4, which was a 175 knot aircraft, but had a very low flap speed of 90 knots). I agreed and pushed the throttle in. A couple of minutes later, I got a request for 170 knots.
I agreed but told them i would require a "nonstandard" turn to final. They agreed. So here I am screaming in at 200 mph in a plane with a 100 mph flap speed set to make a turn to a 2 mile final. Fun fun fun.
I was cleared to land and when the time came I chopped the throttle and rolled into a 100 degree bank with a 4G pull. When I rolled out I was lined up with the centerline and had bled off 75 mph of speed. I continued at about 120 kts until I was about 2000 ft from the first turn off and then dropped full flaps and put the plane into a hard forward slip. We landed about 500 ft before the turn off (we landed on the right runway so the turn off put us between the runways) and I taxi'd tail up to the turn off.
Once clear of the runway, approach thanked me for "expediting". He said I'd understand in about 20 seconds why he rushed me. He told me to contact ground on point something, and I did.
About then a fully loaded 747 roared by on the runway I had just landed on. Not 150 ft from where I sat. We taxied to the FBO, tied down and walked to the museum.
Later that day I spoke to a friend who flies 747s for Atlas and he explained that a small behind a heavy would require 4 minutes wait for wake turbulence to clear. With a heavy behind a small, as long as I was clear, the heavy would land.
Fun fun fun. At the time I was flying formation aerobatics so i was on my game. I was flying 2-3 times a week and very very proficient. I looked at the request for a nonstandard approach as a fun challenge. If I ever felt uncomfortable, I would simply reply "unable".
Remember, the pilot is in charge of the aircraft. As I referenced above. NY approach tends to vector small piston aircraft out to sea. I had this happen to me exactly once. When he asked me to turn even further out, I cancelled flight following and bid him a good day. Eff him. Ever since then I generally don't call when over NY's class Bravo. Or if I do, I make sure I'm above 7500 so I can cancel FF if they want me to do anything I don't want to do. I'm all for working in the system, but I will not be put in danger so that a busy controller can have an easier day.