User:Rpvdk/wip

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Pre-World War II
Plans for an airport in southern Limburg date back as far as 1919, with various locations being considered. Years of debate between various municipalities over the location and funding of the airport delayed its construction. In July 1939 the Limburg provincial government agreed to financially back the airport, however, the start of World War II meant the plans were put on hold once more.

Advanced Landing Ground Y-44
After the allied invasion of Normandy, the USAAF Ninth Air Force, specifically the IX Engineer Command, was tasked with constructing temporary airfields close to the advancing front. The area around Maastricht was liberated in 1944. In October 1944, the advance headquarters of the XIX Tactical Air Command and the 84th and 303rd Fighter Wings were moved to Maastricht to keep up with the Ninth Army.

Because of the proximity to the new headquarters, the decision was made to create a temporary airfield between the towns of Beek, Geulle and Ulestraten. Several orchards which had suffered damage from a tank battle were commandeered and cleared. Rubble from the nearby town of Geleen, which had been unintentionally bombed in 1942, was used to level the area.

The runway was 5565 ft and reinforced with pierced steel planks.

The field was built in less than 2 months by the 846th and the 862nd Engineer Aviation Battalions. The airfield became operational on 22 March 1945, and was designated Y-44.

The first unit to be based at the field was the 31st Tactical Reconnaissance Squadron, flying the F-6, a reconnaissance version of the P-51 Mustang. The unit arrived on 22 March 1945.

As Nazi Germany was rapidly collapsing, the front was already well into Germany by the time the field was ready, and no direct combat sorties were operated from Y-44. 31st TRS was moved to Y-80 near Wiesbaden on 19 April 1945.

Units operating at the field

 * 31st Tactical Reconnaissance Squadron, F-6 Mustang( 22 March 1945 - 19 April 1945 )
 * 39th Photographic Reconnaissance Squadron, F-5 Lightning(2 April 1945 - 20 April 1945 )
 * 67th Tactical Reconnaissance Group
 * 155th Photographic Reconnaissance Squadron (Night), F-3 (4 April 1945 - 10 July 1945 )
 * 387th Bombardment Group (Medium)
 * 556, 557, 558 and 559th Squadrons, B-26 Marauder (4 May 1945 - 30 May 1945

After World War II
Authority over the airport was officially transferred to the Dutch government on 1 August 1945. It was decided to keep the airport open rather than re-open the pre-war debate over the location of the airport. The first civilian aircraft landed on 26 September 1945 and were operated by the Regeeringsvliegdienst, a government service with the purpose of carrying government officials and other people with urgent business, because the war had left many roads and railroads heavily damaged. The service used six de Havilland Dragon Rapides made available by the English government. In 1946, the service was taken over by KLM, using DC-3 Dakotas. However, as repairs to the Dutch infrastructure progressed, demand for the service dropped and it was stopped in 1949.

The first semi-permanent airport terminal was completed in 1947.

The runway was paved in 1949, and a second paved runway was completed in 1950. In 1951, an agreement between the airport and the Dutch Air Force allowed for rapid expansion of the facilities. Runway 04/22 was lengthened to 1850m, and permanent runway lighting was installed in 1960.

1950s and 1960s
The late 1950s and early 1960s brought significant expansion in commercial operations at the airport. Operators included KLM, Airnautical, Skytours, Euravia, Tradair and Transair. The airport was also used as an intermediate stop for services from London and Manchester to Switzerland, Austria, Italy and Yugoslavia. A local airline based at the airport, Limburg Airways, had a contract with the International Herald Tribune for distributing the newspaper's European edition, which was printed in Paris. Limburg Airways was taken over by Martin's Air Charter (now Martinair) in 1962.

A promotion campaign by the dutch tourist board for the nearby town of Valkenburg aan de Geul, aimed at British tourists, was highly successful and brought services by Invicta Airlines, Britannia and Channel Airways.

Domestic travel picked up as well, and newly created NLM CityHopper started to operate a service between Maastricht and Amsterdam Schiphol in 1966. The service would continue after KLM acquired NLM in 1992, and would last until 2008. When it was cancelled, it was the last remaining domestic service in the Netherlands.

An ILS system, which allows landings in poor weather, was built in 1967, for runway 22 only.

1970s and 1980s
In 1973 the airport was expanded again to handle bigger aircraft. The main runway was lengthened to 2500m, taxiways were widened and aprons enlarged. This mostly offset the negative effects of the 1973 oil crisis, passenger volume remained the same and cargo operations expanded.

The international air traffic control area control centre for EUROCONTROL was built at the airport. It started operations in 1972.

In 1983, the aging passenger terminal and air traffic control tower were replaced by new buildings The new terminal was later expanded and is still in use as of 2010.

On 14 May 1985, Pope John Paul II held an open air mass for 50,000 people at the airport, as part of his visit to the Netherlands.

East-West Runway
In 1981, a development plan for the airport recommends constructing a 3,500m east-west runway to facilitate growth in cargo operations, particularly during the night hours. The new runway would greatly reduce noise impact over the towns of Beek, Meerssen and the city of Maastricht. Although some night operations are allowed (including distribution of the European edition of The Wall Street Journal), runway length limits intercontinental operations. The dutch government initially approved plans for the runway in 1985, however, the new runway would mean increased noise over other towns and parts of Belgium, and the final decision was delayed.

As the new runway would require substantial investment, it would only be profitable if night operations were permitted and increasingly the debate became focused on whether or not night flights would be allowed. Successive cabinets could not reach a final decision, and in 1998, after some 25 years of debate and postponement, the plan was aborted altogether.