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.

One of Thurleigh’s wartime hangars (former Aero Flight) still 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.

Trident Two G-AVFA landing at Thurleigh, March 1968 as part of the testing for the  ILS ‘Triplex’ automatic landing system (FAST) *²⁷

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.

The former small arms building is now a well run museum.

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.

One of the displays inside the museum.

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

Last time, in Part 3, we followed the 306th Bomb Group through their difficult arrival at Thurleigh, enduring poor conditions, training accidents, and costly missions over occupied Europe. Despite setbacks- including the loss of Captain Paul Adams’s crew – the Group adapted, honed their tactics, and began proving themselves in battle. Now, as 1943 drew on, the challenges only grow sharper: missions stretched deeper into enemy territory, German resistance stiffened, and the winter skies of northern Europe offered no mercy. For the 306th, the coming year would demand courage and endurance on a scale they had never faced before.

Another party of officials along with a squad of Brigadier Generals returned to Thurleigh on July 27th, the event being to present the Congressional Medal of Honour to Sgt. Maynard Smith who, as ball turret gunner, performed admirably on May 1st 1943. The B-17 he was in, had been attacked by three enemy aircraft setting it on fire. Three of the crew baled out leaving Lt. Smith to douse the fire enabling pilot Lt. Johnson to save the aircraft by landing it in south-west England.

As summer gave way to autumn, the toll on men became increasingly evident. The four Groups of the Eighth Air Force that had led the way from the summer of 1942 – the 91st, 303rd, 305th and 306th, were all exhausted and battle weary. Signs of stress and ‘battle fatigue’ were becoming more and more common. Heavy drinking, temporary blindness, shaking, insomnia, nausea, weight loss, horrific nightmares and violent tempers were a mere scratch on the surface of what was being witnessed. The men desperately needed rest, yet reinforcements and replacements were slow to arrive, leaving them to continue missions under increasingly perilous odds.

USAAF personnel on the control tower at Thurleigh airfield [ref: Z50/122/45] (Bedfordshire Archives website)

Return to Schweinfurt: The October 14th Massacre

When the mission curtain was drawn back on October 14th, the air in the briefing room must have felt heavy – Schweinfurt. The first trip there after the disastrous mission of August 17th, 1943, which almost caused the collapse of the Eighth Air Force, with the loss of so many aircraft.

In amongst the various crews, those who had experienced that traumatic event cursed and dropped their heads, whilst newcomers struggled to grasp the danger.

Schweinfurt lay deep int heart of the Nazi homeland, almost to the Czechoslovakian border. To get there, formations had to fly 500 miles into enemy territory, a six hour flight of which four were on oxygen and at altitude. Every step of the way was heavily defended by Flak and fighters, the odds of returning dropped like a stone.

The 306th dispatched eighteen aircraft, take off time 10:25 hrs, making a total of 320 aircraft from the 1st, 2nd and 3rd Bombardment Divisions. 196 P-47s would escort, but only just into enemy territory leaving the bombers to fend for themselves in the face of several hundred fierce and deadly accurate 88mm anti-aircraft guns.

The 368th “Eager Beavers” were fortunately for them, rostered ‘off’ that week and so did not take part. The 369th provided seven, the 368th and 423rd the remainder between them.

The mission was to go wrong from the start. Bad weather caused issues with forming up, mechanical problems prevented a full ‘maximum effort’. Groups were lost in thick cloud over England and several become lost and out of formation when they did get to their allocated station. For the 306th, they were able to put up eighteen aircraft, in the high position above the 92nd BG led by Colonel Peaslee.

Once over enemy territory three B-17s of the 306th were forced to return due to mechanical problems, then at around 1:00pm, the escorting P-47s had to leave, and immediately swarms of around 300 Luftwaffe fighters pounced on the bomber stream. Between the Rhine and the target, rockets and bombs were dropped on the bombers many exploding harmlessly in the open, but canon fire from forward attacking fighters, as many as twenty at a time, ripped into the B-17s. One crewman described the scene like a ‘parachute invasion’ with so many chutes being deployed from falling bombers.*¹⁶

By the time they had begun the bomb run, the 306th were down to just six aircraft, the 92nd eight – only marginally more than other units. Over the target, the 306th had just five bombers dropping their ordnance, ten were missing all believed shot down. Of those five, four had received heavy damage from flak, canon or rockets leaving only one untouched.

A common site at many airfields across Britain. Thurleigh ambulances await the return of their bombers. (IWM UPL 18748)

The return flight home was thankfully ‘uneventful’, the Luftwaffe fighters concentrating on those bombers still approaching or arriving over the city. But the 306th had been decimated, all but one aircraft having been shot down, returned early, damaged by flak or canon. Estimates afterwards suggest that 75% of Schweinfurt’s ball-bearing industry (which produced 50% of Germany’s total output) had been destroyed. As good as the results were thought to be, Schweinfurt had once again been a slaughter for the Thurleigh men.

The next day the 306th was stood down, there simply wasn’t enough aircraft to put up, it had been another black day indeed for those stationed at Thurleigh.

Words of Recognition, Echoes of Sacrifice

A week later Sir Charles Portal, Air Marshall said in acknowledgement to the efforts of the Eighth, “The U.S. Eighth Air Force has earned for itself during the past weeks a reputation that the Royal Air Force will never forget. The Schweinfurt raid may well go down in history as one of the decisive air actions  of this war, and it may prove to have saved countless lives by depriving the enemy of a great part of his means of resistance.” *¹⁷

Into a New Year: Transition and Tension at Thurleigh

As time always does, 1943 merged into 1944 and the war rolled on. Progress in Europe was slow but behind the scenes plans were afoot for the invasion of the continent. With poor weather, flights were limited and as a result January bore witness to just a small number of losses, with almost all aircraft returning safely to base.

On the ground, training continued with a gas training exercise on the base. What was meant to be a safe exercise turned out to be anything but. Driven by the wind, gas was blown over neighbouring fields where farmer Arthur Filsell was working. The gas, needless to say, caused him severe health issues. *¹⁸

January’s record was reflected in February, with the 306th achieving a new record for missions – twelve – almost one every two days of the month. It was also the month that saw the death of Lt. Roskovitch, the first airman to achieve his mission quota of twenty-five operations previously. Throughout the month, losses were minimal, but damage from accurate and intense flak was high, with many aircraft returning with extensive damage – such was the strength of the B-17.

As the invasion plans came nearer to their fruition, new records were set again at Thurleigh. The number of operations flown increased from February’s twelve to sixteen, and as an ironic reward, the number of operations in a tour also increased, rising from twenty-five to thirty. With the Luftwaffe noted by their absence, the chances of survival were thought to be increasing.

Shattered Hopes: The Oberpfaffenhofen Disaster

However, the optimism was to bite back not long after. In April 1944, another mission took twenty-five aircraft to Oberpfaffenhoffen in southern Germany, a long route that took them across the German heartland. The twenty-five B-17s were part of a much larger formation of thirteen Combat Wings totalling 524 B-17s and 230 B-24s, that spilt to attack three targets: Leipheim, Gablingen and Oberpfaffenhoffen.

Departing at 09:00 hrs, the 306th’s group, made up of sixteen aircraft in the low group, six in the high and another six as spares, headed to Beachy Head where they formed up and departed to France at 11:00 hrs. Keeping south of Paris they headed to Stuttgart and onto Augsburg. At 12:50 the P-47 escort had to return home reaching the extent of their flying endurance. Immediately, enemy aircraft honed in on the formation strategically attacking the group leaders. A few widely spread Mustangs gave what support they could, but the shear numbers of enemy aircraft simply overwhelmed them.

By 12:35 the full might of the Luftwaffe had been unleashed, and for forty minutes they attacked continuously using a new full frontal wave consisting of between four and eleven fighters at a time. In conjunction, the enemy attacked from both the 2:00 and 11:00 positions splitting the defensive fire-power of the bombers.

Flak was ‘meagre’ but very accurate causing extensive damage to a number of aircraft and bringing one down. Fighter attacks brought down another nine.

The 306th had again been decimated. Almost half of those sent out failed to return, of those that did many had damage and / or casualties. The ‘soft’ targets of early 1944 could no longer be deemed ‘soft’.*¹⁹

The Path to Invasion: Record-Breaking in May; D-Day and Beyond

As raids intensified the Groups returned to Berlin, the 306th hitting Berlin no less than four times in May. Another new high was set in both the number of sorties flown, and with the tonnage of bombs dropped. In addition, another new record of twenty operations was set for the month. Despite this, losses were zero, whilst claiming several enemy aircraft shot down or damaged.

On D-Day, 6th June, the 306th supported ground troops as they breached the Normandy beachhead. Bombing howitzer installations inland, road junctions at Caen and Bridges over the River Orne; they encountered a great deal of heavy cloud. With many aircraft resorting to PFF equipment, results were difficult to ascertain. A change in targets mid month then saw the group sent to bomb ‘Noball‘ targets, the “Pilotless planes launching platforms” (V1) in France, but low cloud prevented bombing and all but two aircraft brought their bombs home.

By the end of the month the group were back to Berlin, bombing targets in the city. With another increase in operations, especially in support of D-Day, more records were again broken. A greater tonnage of bombs were dropped in this month than in the first eight months of their tour of operations. In addition, and despite the high records, losses were amongst the lowest in any 30 day period. Post D-Day, the limit of thirty operations was increased yet again to an incredible thirty-five. Even with the increase, many gunners were reported to be nearing the end of their tour, many not having fired at an enemy aircraft as they had been so absent from the combat zone.

A Royal Tribute: The ‘Rose of York‘ Christening

The 6th July 1944, saw a highlight with a royal visit for a special christening. The party included HRH Princess Elizabeth who was here to christen B-17 #42-102547 “Rose of York“. Joining her were King George VI, Queen Elizabeth, Lady Patricia Hambleden (Lady in waiting) and a selection of other Royal Guests and Generals including Lt. General James Doolittle.

Just prior to the dedication taking place, a formation of fifty-two B-17s flew over the airfield marking the occasion. The Princess then broke a bottle of cider over the chin turret and met each member of the crew in turn. After a tour of the airfield and lunch in the mess,  the Royal party departed having made a huge impact on the personnel on the base.

King George VI, Queen Elizabeth, Princess Elizabeth and General James Doolittle, visit the 306th BG in order to christen B-17 “Rose of York” in honour of the Princess. (@IWM FRE 1155)

Accidents and Celebrations: Summer at Thurleigh

With such poor weather dominating the summer months that year, many bombs already fused and live, were brought back home to Thurleigh. These were placed in a distant revetment for safety but on the 30th July, one went off causing a chain reaction that led to twenty-four exploding, shaking the distant windows of the headquarter’s building. No one was hurt in the blast, which saw a huge column of black smoke rise high into the Thurleigh sky. A nearby B-17 was so severely damaged it had to be written off and earmarked for salvage.

A week later, another twenty-four bombs were detonated in a controlled explosion. The location of the ‘dump’, whilst being the safest option, had prevented aircraft from using the taxiway, but now they were all cleared away, the perimeter track was opened and ground movements could operate easily once more.

The 9th September marked the second anniversary of the 306th’s presence in the European Theatre of Operations. To celebrate the day, the entire group was given the day off to watch and enjoy a range of entertainment including a carnival, ball games and music performed by Glenn Miller’s band. Dances were held in the hangar and personnel had the opportunity to view a Ju88, Me109 and FW 190 that had all been captured. The only low point of the day being the sad news of the suicide of Corporal Robert Bickston of the 367th BS.

Chaff, Fog, and Tragedy: Autumn in the Air

By now, the Americans had been using ‘chaff’ for some time, a product like the RAF’s ‘Window’ which utilised strips of metal foil that caused interference and confusion on the enemy radar screens. To test this further and determine exactly what interference it did cause and which method of discharge was the best, crews of the 306th flew to Farnborough to perform  four runs depositing ‘chaff’ from various points in the aircraft. These tests began on September 19th, with the first run dropping no chaff at all, thus giving a base line indication. On the second, it was discharged by the radio operator from his position in the aircraft. On the third, the discharge point was moved to the bomb bay “Razzle Dazzle style” (a more chaotic and less organised style) and on the last run, the chaff  was dropped prior to the aircraft turning onto the bomb-run. Once completed, the data was assimilated and all the results examined. These proved to be “very interesting and informational“.*²⁰

Britain’s weather had long been a challenge for flying operations, and the autumn of 1944 offered no respite. Poor visibility was a constant hazard, often contributing to accidents both in the air and on the ground. While clear skies typically reduced the risk, they were no guarantee of safety. A brief lapse in concentration could, and often did, result in disaster – as the 306th Bomb Group tragically discovered on 22 October 1944.

As the formation made its way back across the North Sea from Hannover, two B-17s from the same squadron collided mid-air. The first, B-17 #44-8099 of the 423rd Bomb Squadron, flown by 1st Lt. Harry Aylea Jr., was in the No. 1 position of the high squadron. Flying nearby in the No. 4 slot was B-17 #43-37976, nicknamed “Suzy”, piloted by Captain Joseph Mathis.

At around 12,000 feet, with a total of 19 airmen on board the two aircraft (ten and nine respectively), the lead bomber began to climb, reducing speed as it did so. Suzy, flying very close beneath, attempted to maintain position – but the gap was too tight. The aircraft collided, sending both into uncontrollable spins. As they fell from the sky, Suzy exploded.

The crash occurred over water, and an immediate air-sea rescue operation was launched to search for survivors. Of the nineteen men aboard, only one was found alive – Staff Sergeant H. Key Jr., the tail gunner from #44-8099. Two bodies were later recovered, but the rest were declared missing in action.

Meanwhile, as the surviving aircraft neared their home bases, the weather over Bedfordshire worsened rapidly. Visibility dropped, and in the poor conditions two returning formations of Chelveston’s 305th Bomb Group – approached from different directions – crossing paths directly over Thurleigh airfield. A collision then followed, with both aircraft exploding on impact and scattering wreckage across the station. Much of the debris fell onto the 367th’s dispersal area. Tragically, there were no survivors and the weather had claimed yet more victims.

Two B-17s of the 305th BG collide over Thurleigh in thick fog. October 22nd, 1944, (IWMFRE 10489)

The poor weather prevented many flights over the following weeks, and so ground talks took up a large portion of aircrew time. Despite this, fourteen missions were carried out, two visually and twelve using PFF with generally good results. To date, some 73,000 hours of flying had taken place and 160 aircraft had been lost to various causes, many along with their crews.

This poor weather continued on almost relentlessly into the last months of the year scrubbing many operations into mainland Europe. But, undaunted, 1945 arrived and 1944 was seen out in style at Thurleigh airfield. Christmas meals were served to those on base, whilst some who had managed to get airborne,  had diverted to other bases forcing them to have their celebrations elsewhere. New Year likewise was celebrated with large quantities of music, food and needless to say drink. Spirits were high, and many personnel were convinced  that the new year would bring an end to what now seemed to be an endless conflict.

The end of the year also signified the end of the inter-base football season. Thurleigh played three matches culminating in a 12-0 victory over fellow teams at Grafton Underwood. On the sports field as in the air, the year had ended with Thurleigh achieving good successes; four wins, two losses and three ties.

Christmas at War: The End of 1944 and the Final Push into 1945

Unbeknown to everyone, including those at Thurleigh, 1945 would indeed see the end of the war. With only five more months to go,  their gut feelings and hopes of peace, were finally coming to fruition.

The beginnings of 1945 saw major movements in Europe on both the eastern and western fronts. The Russians, making huge advances into German held territory, were driving their way into Germany. From the Baltic to the Carpathian Mountains five enormous armies pushed to the banks of the Oder, a mere 40 miles from the German capital Berlin.

Battling the extreme cold weather and constant fog, the western armies were held in the Ardennes facing a strong and determined enemy who were now making a last ditch effort to break through the allied lines. But as the poor weather continued, many flights from UK bases were prevented from occurring and thus dropping much needed supplies to both those on the entrenched front line and those serving behind in hospitals and support services.

But some flights did get away; the 306th managing to play their part by flying 544 sorties in January, attacking mainly enemy communication centres along the front. With low fuel stocks and a high attrition of experienced crews, the Luftwaffe were largely unopposing, so losses for the Thurleigh crews were kept to a minimum.

With the eventual breakout of the Ardennes, the German front began to crumble. The Eighth Air Force and the 306th made a return to Berlin causing further considerable damage to the city, and as the allied forces pushed ever further into Germany, Thurleigh supported the advance with crews hitting numerous strategic targets: oil, communication lines, transportation routes, military camps and jet airfields among many others. With bordering on almost total control of the sky no aircraft were lost by the 306th.

But as the allied forces pushed toward the capital, the U-boat menace remained at large. Submarine pens located along the coast were still in operation and needed eliminating. The problem with these structures was that they were very difficult to not only hit, but to destroy as well, largely due to the incredibly thick reinforced concrete they were constructed of. The RAF and USAAF had tried countless times to destroy these buildings with little success: conventional weapons simply ‘bouncing off’ like ping pong balls.

Secret Weapons: The Disney Bomb Trials

With both the British and Americans carrying out investigations and trials into new and more powerful bombs, the possibility of destroying these bunkers moved slowly closer. It was thought, a British development, the ‘Disney bomb’,  may provide the answer.

The bomb, designed by a Royal Naval Captain, Edward Terrell, was of a long thin design that could be slung beneath a heavy bomber and launched at its target from a high altitude. With added rocket propulsion, the bomb could reach speeds just short of 1,000 mph punching its way through thick concrete into the pen where it would explode destroying the contents  in this case the U-Boat.

Although a British design, the USAAF trialled it between February and April 1945, with the 306th using them for the first time in an operation on March 30th against the Submarine pens near to Farge on the Vesser River. Major Witt led twelve aircraft, (including two PFF)  in two groups of six. Unfortunately, 4/10th cloud cover, forced the lead group into making four passes over the target before they could get a good sighting and thus release their bombs.

Whilst the reports after the raid were good,  little was gained long term from the Disney bombs as they were too difficult to accurately use against such small targets from high altitude, and so the trials ended without any major successes.

B-17 #43-38910 ‘Salvoin Sachem‘ with Disney Bomb on  a Torpedo trailer. The bomb carrier can be seen between the engine and the fuselage. *²¹

War’s End: Honour, Reflection and the Final Missions

With both east and west fronts meeting up in April 1945, the German war machine effectively collapsed. Doenitz took over after Hitler’s death and Berlin fell into allied hands. The 306th completed fifteen sorties, but no bombings were carried out after the 19th due to potential targets being overrun by the allied forces and so risking ‘friendly fire’ incidents.

After that, the Group essentially stood down. A few leaflets flights were made by the 369th dropping newspaper, propaganda leaflets and other material over Holland, Belgium and Germany.

During May and the last days of the war, these leaflet drops became the norm along with ‘cooks’ tours over Europe. Essentially tours for ground staff, allowing them to see for themselves the damage inflicted on Nazi Germany by the combined heavy bombing of the RAF and USAAF.

When peace was declared and the war finally over, the 306th stood tall. After participating in some of the fiercest air battles of the Second World War, they had come through with great achievements. Tales of heroism were rewarded with two Medals of Honour and Purple Hearts were numerous. The 369th BS had flown an unprecedented forty-two consecutive missions without loss. As a group though, losses had been incurred, and many young and brave men had been lost in the fight against Nazi Germany. Some 177 aircraft had been shot down or lost, and over 730 men had been killed with over 800 more taken prisoner. The 306th had played their part with great courage and sacrifice.

Part 5 takes us beyond the climate of conflict and into the work of research and development. Thurleigh becomes a hub of aviation excellence, the experimentation takes over and a new owner eventually takes control.

The entire history can be read in Trail 65.