Maastricht Aachen Airport
Template:Redirect Template:Use dmy dates Template:Infobox airport
Maastricht Aachen Airport Template:Airport codes is a major cargo hub and regional passenger airport in Beek in Limburg, the Netherlands, located Template:Convert northeast of Maastricht<ref name="AIP">Template:AIP NL</ref> and Template:Convert northwest of Aachen, Germany.<ref>Distance and heading from Aachen (50°46'N 006°06'E) to EHBK (50°54'57"N 005°46'37"E).</ref> It is the second-largest hub for cargo flights in the Netherlands. As of 2024, the airport had a passenger throughput of 230,932 and handled 29,448 tons of cargo.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
The Maastricht Upper Area Control Centre (MUAC) of the European Organisation for the Safety of Air Navigation (EUROCONTROL) is also located at the airport.
History
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 among 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.<ref>Vleugels 1987, p. 12-13</ref>
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.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
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.<ref name="Vleugels 1987, p. 14">Vleugels 1987, p. 14</ref>
The runway was Template:Convert<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> and reinforced with pierced steel planks.
The field was built in less than 2 months and was operational on 22 March 1945,<ref>Vleugels 1987, p. 15</ref> 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.<ref name="Vleugels 1987, p. 14"/><ref name="USAAF3-45">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
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.<ref name="Vleugels 1987, p. 14"/><ref name="USAAF4-45">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
Units operating at the field
- 31st Tactical Reconnaissance Squadron, F-6 Mustang (22 March 1945<ref name="USAAF3-45"/> – 19 April 1945<ref name="USAAF4-45"/> )
- 39th Photographic Reconnaissance Squadron, F-5 Lightning (2 April 1945<ref name="USAAF4-45"/> – 20 April 1945<ref name="USAAF4-45"/>)
- 67th Tactical Reconnaissance Group
- 155th Photographic Reconnaissance Squadron (Night), F-3 (4 April 1945<ref name="USAAF4-45"/> – 10 July 1945<ref>{{#invoke:citation/CS1|citation
|CitationClass=web }}</ref><ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>)
- 387th Bombardment Group (Medium)
- 556, 557, 558 and 559th Squadrons, B-26 Marauder (4 May 1945)<ref name="USAAF5-45"/> – 30 May 1945<ref name="USAAF5-45">{{#invoke:citation/CS1|citation
|CitationClass=web }}</ref>
After World War II
Authority over what was to become known as Beek airfield (vliegveld Beek), was officially transferred to the Dutch government on 1 August 1945. It was decided to keep it open rather than re-open the pre-war debate over the location of an airport in the Maastricht area. 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 British government.<ref>Vleugels 1987, p. 18</ref>
In 1946, the service was taken over by KLM, using DC-3 Dakotas.<ref>Vleugels 1987, p. 22</ref> However, as repairs to the Dutch infrastructure progressed, demand for the service dropped and it was stopped in 1949.<ref name="Vleugels 1987, p. 28">Vleugels 1987, p. 28</ref> The first semi-permanent airport terminal was completed in 1947.<ref name="Vleugels 1987, p. 28"/> The runway was paved in 1949, and a second paved runway was completed in 1950.<ref name="Vleugels 1987, p. 28"/> In 1951, an agreement between the airport and the Dutch Air Force allowed for rapid expansion of the facilities.<ref>Vleugels 1987, p. 32</ref> Runway 04/22 was lengthened to 1,850 m (6,070 ft), 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.<ref>Vleugels 1987, p. 36</ref> The airport was also used as an intermediate stop for services from London and Manchester to Switzerland, Austria, Italy and Yugoslavia.<ref>Vleugels 1987, p. 43</ref> 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.<ref>Vleugels 1987, p. 45</ref>
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.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
An ILS system, which allows landings in poor weather, was built in 1967, for runway 22 only.
1970s
In 1973, the airport was expanded again to handle bigger aircraft. The main runway was lengthened to 2500 m (8,200 ft), taxiways were widened, and aprons were enlarged.<ref>Vleugels 1987, p. 60</ref> This mostly offset the negative effects of the 1973 oil crisis, passenger volume remained the same and cargo operations expanded.<ref>Vleugels 1987, p. 61</ref>
The international air traffic control area control centre for EUROCONTROL was built at the airport. It started operations on March 1, 1972.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
1980s
Around 1980, the airport changed its name to "Maastricht Airport". In 1983, the aging passenger terminal and air traffic control tower were replaced by new buildings<ref>Vleugels 1987, p. 85</ref> 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.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
Plan for an east–west runway
In 1981, a development plan for the airport recommended constructing a 3,500m east–west runway to facilitate growth in cargo operations, particularly during the night hours.<ref>Vleugels 1987, p. 77</ref> 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.<ref>Vleugels 1987, p. 78</ref> The Dutch government initially approved plans for the runway in 1985,<ref>Vleugels 1987, p. 95</ref> however, the new runway would mean increased noise over other towns and parts of Belgium as well, and the final decision was delayed. As the new east–west 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 should be allowed.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> Successive cabinets could not reach a final decision, and in 1998, after some 25 years of debate and postponement, the plan was aborted altogether.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
1990–2009
In 1992, the Belgian town of Tongeren became shareholder of the airport. Two years later, the board of trade or chamber of commerce of the nearby German city of Aachen became shareholder. This interest eventually became prominent and in October 1994 the airport's name was changed to "Maastricht-Aachen Airport".Template:Citation needed
In July 2004, a 100% share in the airport was acquired by OmDV, a consortium of airport investment company Omniport and the construction company Dura Vermeer, making it the first fully privatised airport in the Netherlands.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
Substantial investments in the airport infrastructure have been made since the privatization. Between August and October 2005, the runway was resurfaced and renamed to 03/21 (from 04/22) to compensate for changes in the Earth's magnetic field. The airport originally had two runways; the second (shorter, Template:Convert) runway (07/25) was closed and removed to make room for a new cargo terminal and additional aircraft maintenance facilities. Construction of the new facilities started in April 2008.
On 7 May 2005, Air Force One carrying US president George W. Bush landed at the airport.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> Bush visited the Netherlands American Cemetery in nearby Margraten the next day.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
The instrument landing system (ILS) for runway 21 was upgraded to category III in 2008, which allows landings in very low visibility conditions.Template:Citation needed Amsterdam Airport Schiphol is the only other airport in the Netherlands that has category III ILS.Template:Citation needed
2010s
In March 2011, the airport was certified to handle the upcoming Boeing 747-8, as two of the airport's major airlines—Cargolux and AirBridge Cargo—have placed orders for this aircraft.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }} Template:Dead link</ref>
Ryanair announced on July 3, 2012, that Maastricht will become a new Ryanair base from December 2012, the first on Dutch soil, with one Boeing 737-800 being based at the airport and three new routes being launched: Dublin, London-Stansted and Treviso. In October of the same year, German low-cost airline Germanwings ended its flights to Berlin after already halving its flights a year prior.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> In the same month, start-up Dutch airline, Maastricht Airlines, announced plans to base six Fokker 50 aircraft at the airport, initially operating to Berlin, Munich, and Amsterdam, before adding Copenhagen, Paris Charles de Gaulle and Southend in 2014. This did not happen and the company declared bankruptcy.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
In December 2013, a spokesperson of the airport confirmed the closure of the Ryanair base from March 2014, entailing the ending of the Bergamo, Brive, Dublin, London-Stansted and Málaga flights.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref><ref name="ryanairschedule">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> Also in 2013, the airport was helped by the province with a 4.5 million euro contribution. The airport was very close to bankruptcy during this period. Later on, in March 2014, the same province of Limburg believed that closure was never an option. They decided that they would like to take over the airport.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
In late 2015, also Transavia announced they would not return to Maastricht in the summer of 2016, at the same time Vueling announced a new route to Barcelona, however, this latter route was only short-lived.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref><ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
In 2017, the Dutch holiday airline Corendon Dutch Airlines announced that it would open a base at the airport with one aircraft based in summer 2018. In late 2018, renovations started on the passenger terminal. Also, freight carriers as Emirates SkyCargo and Saudia Cargo found their way to the airport, while Turkish Airlines Cargo, Silk Way Airlines, and Sky Gates Airlines further expanded their operations in Maastricht. Meanwhile, both Corendon Dutch Airlines and Ryanair announced that they would expand their number of destinations. Corendon Dutch Airlines even based a second aircraft during the summer season.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
2020s
In June 2025, Ryanair announced that it would be ending its operations on October 26 due to rising costs at the airport. Resulting in the termination of all flights to Alicante, Bari, Girona, Porto, and Zadar. At the time of the announcement, the airline contributed to 76.3% of the airport's traffic.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> A few months after Ryanair's decision, Wizz Air announced it would be returning to Maastricht with flights to Bucharest, Chisinau, Katowice, and Tuzla.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> However, a few months later, in September of 2025, also Corendon Dutch Airlines announced it would not be returning to Maastricht and would focus on nearby airports in Belgium and Germany instead. As a reason, the airline stated it had been unsuccessful in attracting German passengers to Maastricht, as well as the more attractive prices and the more convenient flight times available at other airports such as Düsseldorf.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
Aircraft movements
Template:Update section The number of aircraft movements decreased significantly between 2005 and 2007 compared to previous years due to relocation of a major Dutch flight school, the Nationale Luchtvaartschool, nowadays better known as CAE Oxford Aviation Academy. The flight school, which was originally based at this airport, moved all flight operations to Évora Airport in Portugal. In the summer of 2007, flight training at the airport resumed as the Stella Aviation Academy moved into the facilities previously used by the NLS.Template:Citation needed
In 2009, there were a total of 40,621 aircraft movements, up 13.9% from 2008.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> In 2008, there were a total of 35,668 aircraft movements, up 83.4% from 2007.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> In 2007, there were a total of 19,454 aircraft movements, up 35% from 2006.<ref>Template:Cite book</ref>
Airlines and destinations
Passenger
The following airlines operate regular scheduled and charter flights to and from Maastricht/Aachen:
The nearest larger international airports are Düsseldorf Airport, located Template:Convert north east, Cologne Bonn Airport, located Template:Convert east, and Amsterdam Schiphol Airport, located Template:Convert north west of Maastricht Aachen Airport.
Cargo
Statistics
Source: Statistics Netherlands<ref name="CBS">{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
Passenger
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Cargo
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Other facilities
Jet Center - Maastricht Aachen Airport (MAA) provides handling for general aviation aircraft. Jet Center operates from a hangar situated on the East side of the airport.
Maas Aviation has operated an aircraft painting facility at the airport since the late 1980s. In 2017 it doubled its capacity when it opened a second adjacent paint shop hangar.
Maastricht Upper Area Control Centre (MUAC) of the European Organisation for the Safety of Air Navigation (EUROCONTROL) is located next to the airport.
Samco Aircraft Maintenance B.V. operates from a hangar on the east side of the airport and supports a wide range of aircraft maintenance activities. Building work on a second adjacent hangar was completed in 2018.
Aviation Competence Centre (ACC) is a training organization for aircraft mechanics and is located at the airport.
Facilities
A modern hotel operated by GR8 is located 50 metres from the terminal building The GR8 hotel opened 2021.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>
The airport has two car parks. P1 short/long term 'comfort' parking and P 2 long term parking.
Ground transportation
Car
The airport is located along motorway A2, exit 50. Taxis are available at the airport.
Bus
There is bus service (line 30), operated by Arriva, running every 30 mins to Maastricht and Sittard. This line also covers the transport connections from the airport to the national rail network via Maastricht railway station and Sittard railway station.
KLM operates a bus connection service to Amsterdam Airport Schiphol via Eindhoven Airport and to Maastricht railway station.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref> Tickets to use this service are an add-on to a KLM flight ticket.
Bicycle
The airport is situated along the Sittard-Maastricht fast cycling route, which is designed to encourage more people to cycle.
See also
References
Citations
Bibliography
- Template:Air Force Historical Research Agency
- Vleugels, M (1987). Maastricht Airport 1919-1947-1987, De Limburger.
External links
Template:Commons category-inline
Template:Portal bar Template:Maastricht Template:Airports in the Netherlands Template:Netherlands–United States relations Template:Authority control