Part 4 of this trail saw Thurleigh reach the war’s end and the 306th rise victoriously from early disasters. But, even as the last B-17s roared over the Bedfordshire countryside, the future of Thurleigh was already stirring in whispers and blueprints. The airfield, freshly scarred by the demands of war, seemed poised on the edge of a new era—one that promised to push aircraft faster, higher, and farther than anyone had imagined. Across Britain, minds were turning toward the possibilities of jet power, supersonic flight, and technologies that could transform not just military aviation, but the very way people would travel the skies. Somewhere in these plans, Thurleigh would emerge—not just as a relic of wartime heroism, but as the stage for an ambitious experiment in Britain’s post-war aeronautical future.

Post-War Vision: Thurleigh and the Rise of RAE Bedford

In the immediate post war years, the bulk of what was left after ‘demobbing’, the 306th along with their sister squadron the 305th at Chelveston, moved abroad, the 306th to Geibelstadt, Germany as part of Project ‘Casey jones‘; to photograph 2 million square miles of Europe, Iceland and both north and west Africa. They transferred from base to base, the four squadrons being significantly reduced by the points system, until their final disbandment on Christmas Day, 1946*³³.

As the B-17s of the 306th were flying their final missions from Thurleigh, forward-looking minds were already envisioning a future shaped by peace and rapid advancements in aviation. The war had more than proven aviation’s strategic power and hinted at its potential to revolutionise post-war life, particularly through fast and efficient global air travel. The development of the jet engine – pioneered in both Britain and Germany – ushered in a new era where speed and altitude were no longer limited by ‘slow’ piston engines.

With the dawn of the jet age came a fresh frontier: supersonic flight. Many wartime aircraft had already nudged the sound barrier, revealing strange and unpredictable aerodynamic behaviours; behaviours that demanded further study and investigation. This not only posed new scientific challenges, but created huge opportunities for further aviation development. As Britain looked ahead, there was a growing interest into which sites could support such serious, large-scale aeronautical research facilities.

In these closing months of the war, the government recognised that any attempt to carry out this research would require heavy investment in cutting-edge technology. In February 1945, several months before the war’s end, Sir Stafford Cripps, (the new Minister of Aircraft Production), confirmed in the House of Commons that a new national research centre would indeed be created. The question then became where?

The natural choice would have been the already established Royal Aircraft Establishment (RAE), at Farnborough, but it could not expand sufficiently in terms of either its runway, nor its infrastructure, and so an alternative had to be found.

Following a detailed national survey, Bedfordshire was then chosen as the prime location; its gentle rolling landscape and access to several wartime airfields made it an ideal choice. Part of this grand scheme was to create a new independent agency the ‘National Experimental Establishment’, but as time went on, this evolved into the National Aeronautical Establishment (NAE). With its base at Thurleigh, it would eventually be renamed, in 1955, as the Royal Aircraft Establishment Bedford (RAE Bedford).

RAF Thurleigh (as it was still known), with its long wartime runways and open surroundings, was a natural fit. Early thoughts considered it a possible location for a UK test facility to rival the Muroc Field in California’s Mojave Desert (now Edwards Air Force Base). That bold idea involved joining Thurleigh with RAF Twinwood Farm (to the south) and RAF Little Staughton (to the east) via a massive five-mile runway and taxiway, creating one vast experimental complex. However, this ambitious and frankly unrealistic vision was ultimately scaled back, and although some ground work had begun, the full development plan never materialised in this form.

With the idea ‘still on the table’, the programme was pushed ahead, but on a much smaller and by no means less ambitious scale, with both sites at Thurleigh and Twinwood Farm being developed and taking on new roles; both becoming central to Britain’s aviation future.

Development Begins: A New Thurleigh Rises

Development of the new facility was therefore split across the two sites. Firstly, on land near to Milton Ernest, close to the old Twinwood Farm airfield, a network of four powerful, ex Luftwaffe Research Station, wind tunnels were erected. Varying in size and power, each of these would test different aspects of aerodynamic behaviours under different conditions; one for example, measuring 8 feet by 8 feet, could test models in wind speeds up to Mach 5, an unprecedented achievement in post war Britain. *²²

Meanwhile, Thurleigh itself was transformed into a highly advanced flight test centre. This required substantial redevelopment of the airfield: buildings were demolished, the  infrastructure overhauled, and some original wartime hangars repurposed – two of these still exist in situ and in use today.

Thurleigh’s new runway – measuring 3,400 metres (2.11 miles) long and 97 metres wide, was one of the largest in Europe at the time, and reflected both the size and speed of the aircraft it was going to need to accommodate. Upgraded by the company John Laing, a second runway was also extended reaching over 2,000 metres (1.2 miles) in length, each with a substantial 92 cm*²³ of concrete beneath their surface. Even though full development wouldn’t be completed until 1957, the first residents moved in starting their research work as early as 1954.

The work at the new facility, spanned numerous aeronautical fields: aircraft control and handling, blind landing systems, all-weather operations, approach and landing aids, air traffic management, and military vertical take-off and landing systems, which would later culminate in the iconic Harrier jump jet. The site also supported naval aviation research and contributed significantly to the early development of Concorde, contributing to both the aerodynamic and avionic systems of the supersonic airliner.

Throughout the 1950s, the facility’s work was invaluable. The Naval Air Department (NAD) arrived at Thurleigh in mid-1954, formed by merging the Carrier Equipment Department and naval elements of the Aerodynamics Department at Farnborough. Tasked with developing launch and recovery systems for increasingly larger and heavier carrier-based aircraft such as the F-4 Phantom and Blackburn Buccaneer, the NAD’s base was on the northern side of Thurleigh airfield, alongside one of the original unmodified runways of the Second World War. It featured both flush and elevated catapults, arrester gear, a full proving base, and specialist equipment like Catapult Alignment Equipment (CALE) and Jet Blast Deflectors (JBDs). Unique among shore-based facilities, it included a prototype steam catapult system, one that would eventually become standard on naval carriers worldwide. This unique facility also caught the eyes of Britain’s neighbours, being used by the French Navy to test aircraft such as the Étendard and Alizé, highlighting its world-class research and development status.

The NAD operated at Thurleigh until 1970, when it was disbanded following the 1967 Defence White Paper, which ended the Royal Navy’s fixed-wing  aircraft carrier operations. As a consequence, and with little need for fixed wing research, the naval research facility at Thurleigh closed. *²⁴ *²⁵

Not long after the NAD’s arrival though, in 1955, the Flight Division of the Aerodynamics Department – known as ‘Aero Flight’ joined them at Thurleigh. This division was comprised of three sections: Supersonic Flight, Subsonic Flight, and Dynamic Stability Research. They investigated aircraft stability, control, and flying qualities right across the speed spectrum. Over time, their work expanded into vertical take-off and landing systems, flight simulation, and helicopter trials. To achieve these aims, Aero Flight regularly used various aircraft models including the Gloster Meteor, Hawker Hunter, De Havilland Venom, and English Electric Canberra (WT327), (WK163), (WK163), all in the famous ‘Raspberry Ripple’ paint scheme. They also tested purpose-built experimental aircraft such as the Boulton Paul P.111; Avro 707; Short SC1 (XG900, XG905) and SB5; Hunting Jet Flap; Fairey FD2; Hawker P1127 (XP831, XP984) and Handley Page HP115 (XP115), all of which appeared regularly at Thurleigh.*²⁶

The SC1 (XG905) at RAE Bedford

In 1957, a third unit arrived at the site: the Blind Landing Experimental Unit (BLEU) which was originally formed in 1945 to develop early aircraft blind approach systems. Initially tested on De Havilland Devon aircraft, the BLEU progressed to Canberras, going on later to equip many military aircraft, including the ‘V’ bombers, with automatic landing systems – technology now standard on civil airliners worldwide.

The 1950s and 60s, saw the pinnacle of the Cold War, with countries world Wide placed on a war footing, ready for what seemed to be yet another terrifying conflict. With the RAF’s first ‘Blue Danube’ atomic bomb being delivered to RAF Wittering in 1953, the UK was ready, and able, to retaliate should the need arise. In preparation for such an event, the ‘V’ Force bombers would be dispersed to airfields across the country ready to take off at a moments notice. Thurleigh, with its extensive runway, was earmarked to hold four such aircraft each one sitting on its pan ready for a quick and decisive launch.*²⁸

1960s: The Search for London’s Third Airport and Thurleigh’s Role

Even with the Cold War climbing towards its pinnacle, aviation interests in Thurleigh continued to grow, and by the mid-1960s, Britain was beginning to face the growing pressures of low-cost air travel, and nowhere was this felt more than at its major airports – London Heathrow and Gatwick, which were already struggling to keep up with demand. A White Paper “The Third London Airport” published in May 1967 listed nine possible sites, including Thurleigh, but ruled out many of these due to conflicts with nearby military installations. In response, the government set up the Roskill Commission in 1968, who went on to conduct a detailed two-year investigation into a number of potential sites  all capable of becoming London’s third airport.

The inquiry followed a detailed five-stage process. First, four candidate locations were shortlisted: Foulness in Essex; former RAF Nuthampstead in Hertfordshire; Wing in Buckinghamshire (Clublington) and Thurleigh in Bedfordshire.

Background information on each site was then published, followed by public hearings held near each of the shortlisted locations. These hearings provided an opportunity for local authorities, campaigners, and residents alike to express their views and raise concerns.

Reaction in Bedfordshire – both to the Thurleigh and Wing proposals – was largely unfavourable. Local residents expressed concerns, both verbally and through graffiti – “Not Thurleigh” – about noise, pressure on roads, public services, and the broader environmental impact. County  Councils, including Bedfordshire, opposed the airport plans outright.

In the north of the county, those living around Thurleigh formed the Bedford Airport Resistance Association (BARA) to give local opposition a voice, while in the south, similar resistance was growing against the Wing plan. Yet, not everyone objected. A smaller local group, the Thurleigh Emergency Committee for Democratic Action (TECDA), welcomed the idea, arguing that an airport could boost jobs and bring long-term economic benefits to the area. The resultant hearings all took place during 1969.

Stage Three saw the Commission’s own Research Team gather technical data and examine submissions from expert witnesses and interested parties. This work fed into a comprehensive report, which formed the basis for further discussion in Stage Four. At this point, members of the Commission met with representatives from key organisations – including Bedfordshire County Council, BARA and TECDA – to debate the findings and test individual arguments.

The final stage was a lengthy series of formal hearings – 74 days in all – held at the Piccadilly Hotel in London. Here, all sides presented their evidence, with cross-examinations led by barristers representing the various parties. After the exhaustive process was over, the Commission recommended, by majority vote, that the new airport be built at Wing, accompanied by further plans for an  additional “Airport City.” Only one member disagreed favouring Foulness as the better site.

Ultimately though, Wing was dropped and the government shifted its focus to Maplin Sands, close to Foulness. However, later in 1974, in the face of public pressures, that plan was also abandoned, and attention turned to other pre-existing sites. Luton was briefly considered, but by 1979, the decision was made: Stansted would be developed as London’s third airport, leaving Thurleigh’s long term airport development plans permanently shelved.*²⁹

1970s: Consolidation and Systems Integration at RAE Bedford

Meanwhile at the now renamed RAE Bedford (the airfield no longer under military ownership) the 1970s brought significant organisational changes. In 1974, the various departments were merged to create the Flight Systems Department, bringing together a diverse range of expertise under the one roof. This integration fostered a comprehensive, systems-based approach to aeronautical research and development, moving beyond the previously isolated group of technical fields.

The new department was structured into three core areas: Flight Dynamics (FS1), Operational Systems (FS2), and Common Services (FS6). Collectively, these units covered flight dynamics and control, operational systems & flight management, and flight simulation technology.*³⁰

This broader, interdisciplinary approach allowed RAE Bedford to expand its research across both military and civilian aviation sectors. Employing more modern aircraft – including the Tornado and later the Typhoon – enabled the development of sophisticated radar, tracking, landing, and handling systems. These advancements would shape aviation technology well into the coming decades.

The End of an Era and a New Beginning: Thurleigh in the 1990s and Beyond

By the early 1990s, shifts in defence policy led to a significant reduction in government-funded test flying activities. In 1994, official flying operations at Thurleigh came to an end, and the airfield was officially closed. All ongoing research activities were transferred to Boscombe Down, marking the close of a pivotal chapter in Thurleigh’s aviation history. Despite this closure though, the eastern runway continued to see occasional use by civil aircraft, preserving a faint echo of its once glorious former life.

In 1996, ownership of much of the site changed hands again, with the majority being sold to St. Modwen Properties Ltd, a company specialising in the regeneration of brownfield sites. Meanwhile, a smaller portion of the airfield remained under the control of QinetiQ, the successor to the Ministry of Defence’s Defence Evaluation and Research Agency (DERA), allowing continued military research on advanced defence systems. However, by 2008, QinetiQ too had left, and the once-bustling research complex at Thurleigh gradually fell into disrepair.*³¹

The Rise of The Phoenix: Thurleigh’s Comeback.

A new chapter in Thurleigh’s long book then began in 1999, when the former Formula 1 driver Jonathan Palmer and his MotorSport Vision Group (MSV), purchased a 384 acre section of the eastern side of the airfield. Palmer went on to design and develop the site into four different circuits utilising 5 miles of original airfield and newly developed track, providing a private circuit for participants to test their skills in high speed racing.*³²

A year later, in 2010, marking seventy years since the start of Thurleigh’s crucial role in the Second World War, Thurleigh airfield was re-licensed by the Civil Aviation Authority (CAA) and given the new name Bedford Aerodrome, symbolising a return to aviation.

Whilst the main part of the business is owned and run by Palmer’s Group, civil aviation is permitted and the two projects run alongside each other on this former wartime airfield.

During 2025 the hard runways were out of use until further notice, however, a new grass runway was provided and its use was by arrangement with the operators permission. Helicopter flights continued as usual, so, whilst limited aviation does still continue at Thurleigh, its main operations lay elsewhere. Part of the airfield has since been converted into a business park and its disused runways store considerable quantities of vehicles ready for the open market. A large portion of the perimeter track continues to be utilised by the aforementioned car racing organisation for motor sport activities.

A former small arms building not far from Galsey Wood and the former bomb store, has been converted into a small but excellent 306th Bombardment Group Museum run by local volunteers, and the memorial which once stood in the village, has now been moved and placed outside the museum appropriately on the airfield itself.

Although no longer a hub of government research, Thurleigh’s legacy now endures as a testament to British aviation history — a site that witnessed both the resilience of wartime efforts and the ambitious technological strides of the post-war jet age.

Throughout this trail we have seen how Thurleigh evolved from a wartime bomber base into a cornerstone of British aviation research and development. During the Second World War, it served as home to the USAAF’s 306th Bomb Group, from where young crews flew dangerous missions – many never to return. The cost was high, and the loss of so many lives remains a poignant part of its story. In the post-war years, the site became part of RAE Bedford, pushing the boundaries of flight technology and innovation. Though official flying ended in 1994, its legacy endures – rooted in sacrifice, resilience, and remarkable achievement.

Today, Thurleigh stands as more than an airfield – it is a testament to the daring spirit of those who dared to fly, build, and innovate. Its story is a mix of triumphs and trials, quiet reinventions, and bold leaps into the unknown – a narrative that continues to echo across its runways.

Thurleigh – 306th BG Museum.

The 306th Museum is located in a former small arms building (building 185) close to the bomb site at Galsey Woods. It can be accessed by following the perimeter track (now road) around from the main entrance to the site through a gate. There is a small amount of free parking available and access is also free.

The museum is run by volunteers, and is well stocked with photos and artefacts pertaining to the 306th and Thurleigh. It was donated by Johnathan Palmer when part of the woods were removed.

Inside are various uniforms, photographs and artefacts, both a home front display, a jeep and a ‘pub’ bar.

Its an excellent little museum and well worth the effort of visiting.  More information can be found by visiting their website.

Sources and further reading (Thurleigh)

*¹ Bedfordshire Archives website. Accessed 7 July 2025.

*² Bedfordshire Archives website [ref: WW2/AR/CO2/3] Accessed 7 July 2025.

*³ Bedford Aerodrome History website. Accessed 7 July 2025.

*⁴ Miller, D.L. ” Eighth Air Force” Aurum 2008

*⁵ Miller, D.L. “ Eighth Air Force” Aurum 2008

*⁶ Goodrum. A., “School of Aces” Amberley Books 2019.

*⁷ Miller, D.L. “ Eighth Air Force” Aurum 2008

*⁸ Freeman. R., “The B-17 Flying Fortress Story“. Arms and Armour. 1998

*⁹ Freeman, R., “The Mighty Eighth“. Arms and Armour. 1989.

*¹⁰ 306th BG War Diaries via 306th BG Historical Association website. Accessed 8 July 2025.

*¹¹ MACR 15502 via 306th BG Historical Association website. Accessed 8 July 2025.

*¹² MACR via 306th BG Historical Association website. Accessed 8 July 2025.

*¹³ Mission reports 1943 via 306th BG Historical Association website. Accessed 8 July 2025.

*¹⁴ 306th Combat war Diary March 1943 via 306th BG Historical Association website. Accessed 9 July 2025.

*¹⁵ 306th BG Mission Report 17th April, 1943 via 306th BG Historical Association website Accessed 9 July 2025

*¹⁶ Mission Report, October 14th 1943 via 306th BG Historical Association Website Accessed 11 July 2025

*¹⁷ 306th War diaries October 1943, via 306th BG Historical Association Website Accessed 11 July 2025

*¹⁸ Bedfordshire Archives [ref: WW2/AR/CO2/3] via website Accessed July 11 2025

*¹⁹ Mission Report 24th April 1944, via 306th BG Historical Association website. Accessed 11 July 2025

*²⁰ 306th BG War Combat Diaries via 306th BG Historical Association website. Accessed 11 July 2025.

*²¹ 306th BG Mission Report April 1945, via 306th BG Historical Association website. Accessed 18 July 2025.

*²² Farnborough Air Sciences Trust (FAST) website Accessed 19 July 2025

*²³ Osbourne, M., “Defending Bedfordshire“. Fonthill Media Ltd, 2021

*²⁴ Bedford Aeronautical Heritage Group website Accessed 19 July 2025

*²⁵ Farnborough Air Sciences Trust (FAST) website Accessed 19 July 2025

*²⁶ Bowles. M., “Work and Play – Tales of an Unremarkable Engineer“. Austin Macauley Publishers Ltd. 2024 Accessed 20 July 2025

*²⁷ Farnborough Air Sciences Trust (FAST) Website Accessed 19 July 2025

*²⁸ Osbourne, M., “Defending Bedfordshire“. Fonthill Media Ltd, 2021

*²⁹ Bedfordshire Archives website Accessed July 19 2025

*³⁰ Farnborough Air Sciences Trust (FAST) website Accessed 19 July 2025

*³¹ QinetiQ website. Accessed 20 July 2025

*³² Bedford Autodrome accessed 26 July 2025

*³³ Boyd, R.J., “Project Casey Jones 1945 – 46” PennState Hazelton Campus Library.

National Archives: AIR 27/1065/1

American Air Museum in Britain Website. Accessed July 2025

Coffey, T., “Decision over Schweinfurt“. Magnum Books 1980

Woodley. C., “Stanstead Airport – Through Time“. Amberley Publishing. 2012. Accessed July 23 2025

National Archives Website .”Roskill Commission on the Third London Airport” Accessed July 23 2025

The Bedford aerodrome website contains extensive material on the current and some historical use of Thurleigh.

The Bedford Aeronautical Heritage Group website (now closed but accessible) contains information about the work and history of RAE Bedford. It has since been moved to the Farnborough Air Services Trust (FAST) website which also offers endless information about the services of both RAE Bedford and RAE Farnborough.

Bedfordshire and Luton Archive and Record Service has an extensive collection of Third London Airport material as part of the Bedfordshire County Council archive which includes material for all four original sites. It also has material from BARA.

PPRuNe forum has information, photos and personal information about the research at both Thurleigh and Twinwood Farm.

Airfields of Britain Conservation Trust website. Accessed 24 July 2025