The delegation of airspace from NATS to Lossiemouth was for the Advisory routes W3D and W6D.
As for controlled airspace, I presented to a meeting at both Lossie and Kinloss for the introduction of CAS around Inverness in the summer of 2003. The Intiative was at that stage taken by the 2 stations as the writing was on the wall regarding the growth of Inverness. I then remember going to a meeting at HIAL HQ in which the agreed proposal was delivered to them on a plate. The dimensions of the Inverness CTA/CTZ were carefully worked out, regarding the base levels, that would allow for FJ to transit underneath them. This proposal took HIAL by surprise, but it was carefully planned by the 2 stations at the time.
The design allowed for something looking rather like the current Durham CTA/CTZ, but was extended to the west to allow for high terrain and the subsequent longer approach for a 3degree glidepath, additionally there was a stub linking the CTZ to W3D.
This proposal was put in place because it is impossible for Inverness to have an exclusive zone due to the position of Kinloss. The 7nm final point for both Kinloss RW08 and INV RW23 being almost coincident. Furthermore, consideration was given to a Moray Firth TMA surrounding all 3 airfields, with individual airfields having there own CTAs. However, this was rejected as the size of the thing would need to be huge and the amount of exemptions required for Mil FJ (speed, VFR at night etc) were considered too numerous to be worth it. With that said, without the ability for IFR ac under the control of Lossie to penetrate an INV CTA/CTZ the whole arrangement would not work, and would in effect prevent Kinloss from using 50% of its RWs. Shared access was the the overall requirement and thus the imputus for Lossie and Kinloss to be pro-active.
This proposal was submitted to the MIl DAP who declined to take it any further for "political" reasons.