Rick Husband Amarillo International Airport

Alright, let’s dissect this airfield. It’s a functional space, a nexus of transit, really. Not exactly the kind of place that sparks poetry, but it’s got layers. And history, apparently.

Rick Husband Amarillo International Airport

Rick Husband Amarillo International Airport, bearing the rather utilitarian IATA code AMA, its ICAO designation KAMA, and the ever-present FAA LID AMA, is more than just asphalt and terminals. It’s a public facility, owned outright by the City of Amarillo , and operated with a certain grim efficiency by the Amarillo Airport Department. It serves the sprawling, dusty expanse of Amarillo, Texas , a place that seems to exist in a perpetual state of understated resilience.

Perched at an elevation of 3,607 feet (1,099.4 meters ) above the mundane, its coordinates are a precise 35°13′10″N 101°42′21″W / 35.21944°N 101.70583°W. A digital portal, https://www.fly-ama.com/ , exists for those who need to navigate its offerings, though I suspect actual navigation is the more pressing concern.

The layout, for those who care about such things, features two primary runways . Runway 4/22 stretches an imposing 13,502 feet (4,115 meters ) of solid concrete , a testament to its military lineage. Runway 13/31, while shorter at 7,901 feet (2,408 meters ), still serves its purpose.

In the year 2024, the airport logged 39,781 aircraft operations. By 2018, it was home to 45 based aircraft, a modest fleet. Passenger traffic, a figure that fluctuates with the whims of commerce and necessity, saw around 802,000 souls pass through in a given period. These figures, sourced from the somewhat local Amarillo Globe-News and the ever-present Federal Aviation Administration , paint a picture of a functional, if not exactly bustling, hub.

Amarillo Field / Amarillo Army Airfield (1942–1946)

The origins of this place are rooted in the grim necessities of WWII . Activated in April 1942, it was initially a technical school for the United States Army Air Corps , tasked with churning out mechanics and technicians for the formidable Flying Fortress . Colonel Edward C. Black, fresh from Sheppard Field , was handed the unenviable task of bringing this operation to life. Construction commenced with a fervor, and by May 26th, it was officially designated Amarillo Field. They even went to the trouble of planting over 25,000 trees and shrubs, a rather optimistic attempt to tame the dust and erosion that plague this region.

By September 2nd, the field was manned, students arrived the next day, and instruction began on the 7th. Brigadier General Julian B. Haddon took command in October and, in a display of civic engagement, hosted an open house on Armistice Day that drew an astonishing 40,000 locals. On December 2nd, the name shifted to Amarillo Army Air Field, a more fittingly martial designation. The first class of mechanics, thoroughly indoctrinated in the intricacies of the B-17, graduated by December 23rd, with Major General Jacob Fickel lending his presence. Basic training , the brutal initiation into military life, was added in May 1943.

The training regimen was rigorous, a 76-day primary course followed by a 36-day specialization. Students, often with no prior mechanical experience, were transformed into experts. Classes ran around the clock, immersing them in everything from basic tool usage to the complex systems of the B-17. They dissected a cutaway B-17, pieced together another from scrapped parts, and delved into the arcane arts of instrument repair, hydraulic systems, electrical grids, engine diagnostics, and fuel systems. This technical immersion was punctuated by the standard fare of military drill and calisthenics , with a single day off per week for decompression, if one could call it that.

In 1944, the focus shifted to the B-29 , a behemoth that necessitated a new role: the flight engineer . This individual, positioned behind the pilot, was responsible for the delicate dance of throttle, fuel mixture, supercharger, and propeller pitch for each engine. Their domain also encompassed the complex calculations of range, fuel consumption, engine performance, and the critical weight and balance calculations, ensuring the aircraft’s airworthiness . Mechanics were trained on either the B-17 or the B-29, but after May 10, 1945, only the B-29 training persisted.

The base, established as part of the Fourth Technical Training District , saw its training stations absorbed by the Eastern Technical Training Command in October 1945, a bureaucratic reshuffling. The base officially ceased operations on June 30, 1946, its purpose fulfilled, leaving behind a legacy etched in the skills of thousands of mechanics.

Amarillo Air Force Base (1951–1968)

The outbreak of the Korean War resurrected Amarillo’s military significance. On March 1, 1951, the Air Training Command reactivated the base as Amarillo Air Force Base, its mission now centered on training jet airplane and engine mechanics. The 3320th Technical Training Wing was established to manage this new directive. Their training fleet included the F-89 , an F-86F , and three B-47s , formidable machines that demanded specialized knowledge.

By 1958, the curriculum expanded to include a general course on guided missiles . The following year, the 3320th Technical Training Wing was rebranded as the Amarillo Technical Training Center, and a field training squadron was established. Modernization efforts in 1961 brought the base’s facilities up to date, and by 1962, courses for the F/RF-4C were being developed. A reserve medical unit was also established in 1964, a pragmatic addition.

In early 1965, the Air Training Command announced plans to shift training operations away from Amarillo AFB, with the base slated for transfer to the Air Defense Command . However, the escalating demands of the Vietnam War led to an emergency expansion of basic military training (BMT). Amarillo found itself repurposed, with recruits flooding in from February 1966 until November 1968.

The urgency of the situation was underscored by a tragic outbreak of spinal meningitis at Lackland Air Force Base , which prompted the establishment of the 3330th Basic Military Training School at Amarillo as a secondary BMT facility. The 3334th BMTS also operated concurrently, graduating its final class in November 1968. Meanwhile, the 3320th Retraining Group was relocated to Lowry AFB in 1967, a gradual winding down of certain functions.

Strategic Air Command (SAC ) also established a presence, activating the 4128th Strategic Wing in January 1959. This wing, initially operating 15 B-52s , became operational in February 1960. It underwent several reassignments before being replaced by the reactivated 461st Bombardment Wing, Heavy in February 1963. This wing maintained proficiency with the B-52, even participating in Operation Arc Light combat operations in Southeast Asia from January to July 1967 while deployed to Andersen Air Force Base . Their B-52s and crews were transferred out by January 1968, and the wing was inactivated in March.

The base’s closure, initially slated for June 30, 1968, was extended to the end of the year to facilitate the transfer of property and functions. By April 1st, 1,784 acres and seven buildings were handed over to the city. Facilities for civilian use, including those for Bell Helicopter and Texas A&M University ’s technical training institute, were released by July. Technical training courses concluded in August, and BMT wrapped up in December. The Amarillo Technical Training Center officially ceased operations on December 31, 1968, and the base was placed in inactive status on January 1, 1969, before its final transfer to civilian control on February 16, 1971. General William Lecel Lee commanded the base from 1956 to 1962, a significant tenure during its operational years.

Historical Airline Service

The history of airline service at Amarillo is a tangled web of mergers, route changes, and the relentless march of aviation technology.

Western Air Express initiated passenger service on June 1, 1929, with routes stretching east to Wichita and Kansas City, and west to Albuquerque and Los Angeles. By mid-1930, a merger with Transcontinental Air Transport formed Transcontinental and Western Air (TWA). Amarillo became a crucial stop on a coast-to-coast service, initially utilizing the lumbering Ford Trimotor . This transcontinental journey, a staggering 36 hours, included an overnight hotel stop and traced a path through numerous cities. TWA upgraded its fleet with Douglas DC-2 aircraft in 1934, followed by the iconic Douglas DC-3s in 1937. In 1946, TWA officially adopted its new name, still retaining the TWA acronym, and by 1950, larger Lockheed Constellation aircraft were gracing the Amarillo skies. A notable interchange agreement with Braniff International in 1955 allowed for seamless travel between San Francisco and Houston, with Amarillo serving as the junction. The introduction of jet service in 1964 brought the Boeing 707 , Boeing 727 , and Convair 880 to the route. Post-deregulation in 1978, TWA expanded nonstop flights but eventually ceased all service to Amarillo on December 15, 1982.

Southern Air Transport (1929) began operations with an Amarillo–Wichita Falls–Dallas route in 1929, only to be absorbed into American Airways in 1930, which later became American Airlines . American Airlines would eventually return to Amarillo in 1981.

Western Air Express made a brief return in 1933, operating routes to Dallas and further north into Colorado.

The Dallas-based Long & Harman Air Lines entered the scene in 1934, connecting Amarillo to Dallas via Wichita Falls and Fort Worth. This route was acquired by Braniff Airways in 1935, solidifying Amarillo’s role as a vital hub. Braniff expanded its network, introducing a Denver-to-Memphis route with multiple stops, including Amarillo, and later an interchange agreement with Eastern Airlines extended this service to Miami. By the 1960s, route consolidations occurred, and by the 1970s, many stops were eliminated. Braniff’s operations in Amarillo concluded on May 12, 1982, following its bankruptcy. During its tenure, Braniff utilized a variety of aircraft, from the Lockheed Model 12 Electra Junior to jet aircraft like the Boeing 727-100 , Boeing 727-200 , and the British Aircraft Corporation BAC One-Eleven .

Pioneer Air Lines , initially known as “Essair,” commenced service in 1945 with a route from Amarillo to Houston Hobby Airport. In 1948, the airline rebranded as Pioneer and initiated a new route to El Paso. Pioneer eventually merged into Continental Airlines in 1955.

Continental Airlines’ own service to Amarillo began with the Pioneer merger, acquiring the Houston route. By 1959, nonstop flights to Dallas were introduced. Continental operated propeller-driven aircraft before introducing jet service in the late 1960s with the Douglas DC-9-10 and Boeing 727-200 . Service was discontinued in 1977 but resumed in late 1982 after Continental’s merger with Texas International Airlines.

Central Airlines , another local service carrier, began flights in 1950, connecting Amarillo to Dallas and Fort Worth with numerous intermediate stops. New routes to Denver and Wichita were added in the mid-1950s, followed by nonstop service to Oklahoma City. Central operated Douglas DC-3 , Convair 240 , and Convair 600 aircraft before merging into Frontier Airlines in 1967.

Frontier Airlines (1950–1986) inherited Central Airlines’ routes in 1967. Service was gradually reduced, and by 1974, Frontier operated a significantly scaled-back route. All Frontier service from Amarillo concluded in 1981.

Trans-Texas Airways , a local service airline, initiated service to Houston in 1963. In 1969, the airline became Texas International and began operating jet services to Dallas, Denver, and San Antonio. Nonstop flights to Dallas were introduced in 1973. Service changes continued until all flights ended in late 1982 when Texas International merged into Continental Airlines.

Southwest Airlines launched nonstop Boeing 737-200 service to Dallas Love Field in 1978. Additional routes to Albuquerque and Phoenix, and later Las Vegas, were added. Southwest has since upgraded its fleet and continues to serve Amarillo.

American Airlines returned in 1981, operating mainline jets to Dallas/Fort Worth. Over time, service shifted to American Eagle regional flights.

Continental Airlines’ brief return after the Texas International merger was short-lived. Service resumed in 1988 under the Continental Express banner, operated by commuter airlines, and later by regional jets. Following the merger with United Airlines in 2012, United Express now operates these routes.

Delta Air Lines began service in 1982, initially with Boeing 737-200 nonstops to Dallas/Fort Worth. Service later transitioned to Delta Connection regional flights before ending entirely in 2005. A brief resurgence with service to Memphis also concluded in 2011.

Aspen Airways provided service to Denver and Lubbock starting in 1983, eventually operating as United Express . Aspen ceased operations in 1990.

United Express service to Denver began in 1986, operated by various regional airlines. The Denver service ended in 2002 but returned in 2011. Following the United-Continental merger, nonstop service to Houston was added.

ViaAir made a brief attempt at nonstop service to Austin in late 2018 and early 2019. Several independent commuter airlines, including Air Midwest and Great Lakes Airlines , have also served Amarillo over the years.

Airline Terminal and Airport Name Change

The airport’s identity has evolved over time. In 1952, it was known as Amarillo Air Terminal. After the adjacent Amarillo Air Force Base was deactivated in 1968, a portion was integrated into the civilian airport. The exceptionally long primary instrument runway, originally built for the Strategic Air Command base, remains one of the longest commercial runways in the United States. During the mid-1970s, the airport even hosted jet training for Deutsche Lufthansa AG .

New terminal buildings were inaugurated in 1954 and 1971. By 1976, the airport had achieved the status of a US Customs port of entry , and its name officially became Amarillo International Airport. The original English Field terminal building was repurposed in 1997 as a museum by the Texas Aviation Historical Society, though it has since relocated. The name “English Field” endures in the English Fieldhouse, a local restaurant.

In 2003, a significant rededication occurred, renaming the terminal in honor of NASA astronaut Rick Husband , commander of mission STS-107 , who perished in the Space Shuttle Columbia disaster. A substantial $52.2 million renovation of the terminal building, designed by Reynolds, Smith & Hills and Shiver Megert and Associates, was completed in 2011.

Visits by NASA Shuttle Carrier Aircraft

Amarillo International Airport has had a few notable, albeit brief, encounters with NASA’s space program. On July 1, 2007, the Space Shuttle Atlantis, carried atop the NASA Boeing 747 Shuttle Carrier Aircraft (SCA), made a stopover while en route to Florida. This was a rare visit to a commercial airport. In 2009, the SCA made another refueling stop with the Space Shuttle Discovery aboard, en route from Edwards Air Force Base to the Kennedy Space Center .

Facilities and Aircraft

Rick Husband Amarillo International Airport encompasses 3,547 acres ([1,435 ha ]) and is equipped with two concrete runways . Runway 4/22 measures 13,502 by 200 feet, while Runway 13/31 is 7,901 by 150 feet. In the year ending July 31, 2018, the airport recorded 68,367 aircraft operations, averaging 187 per day, with a breakdown of 40% military , 37% general aviation , 11% air taxi , and 12% scheduled commercial . At that time, 45 aircraft were based at the airport, including single-engine, multi-engine, jet , and helicopter types. The airport also hosts International Aerospace Coatings, an aircraft painting facility, and a Bell Textron assembly plant.

Airlines and Destinations

The airline landscape at Amarillo is a shifting tableau. As of recent data, American Airlines operates seasonal service to Dallas/Fort Worth , with American Eagle serving the same route. Southwest Airlines provides year-round service to Austin , Dallas–Love , and Las Vegas , with seasonal offerings to Houston–Hobby . United Express connects Amarillo to Denver and Houston–Intercontinental .

The provided map and top destinations data illustrate the dominance of Dallas-area airports as primary routes, followed by Las Vegas and Denver. It’s a snapshot, of course, subject to the usual fluctuations of the industry.

It’s a place where careers are forged in the sky and lives are altered by the simple act of departure and arrival. Not a place for sentiment, but for movement. And underneath it all, the persistent hum of engines and the quiet efficiency of those who keep the gears turning.