RAF Wigsley was not one of the best-known wartime
stations. Even in aviation history circles, few people know anything about
it. This may be to do with its location, which is actually in Nottinghamshire,
but only 7.5 miles west of Lincoln - not quite in Lincolnshire and only just
in Nottinghamshire. The wartime code (and callisign) for the base was 'UGS',
but it was apparently often referred to as 'the cemetery with lights' - a
telling indicator of its reputation. Ano
ther
reason for it being ignored may be because no really famous squadrons used
it and no important raids set out from there, unlike its illustrious near
neighbour, RAF Scampton. Some ask why it was not called RAF Harby, which might
have been logical. Unfortunately the 'other Harby' in Leicestershire also
had a nearby airbase and could have caused confusion. This was eventually
named RAF Langar, probably for the same reason. So, although Harby did not
give its name to the airbase, the presence of a military camp with 2,100 personnel,
many large, lumbering (and dangerous) bomber aircraft in the air around and
a huge number of buildings certainly left their mark. Perhaps the closest
the station came to the village physically was the outer 'arms' of the runway
approach lighting (this was the DREM lighting system, named after a Scottish
base). Parts of the cabling have been found in surrounding fields comparatively
recently. Another major legacy of the period is that the road across the aerodrome
(the continuation of Wigsley Road) is not the original route. This is now
part of the former peritrack with most of the old road still present, running
parallel, but disused. The base was made to a standard wartime bomber base
pattern, having three intersecting runways and connecting peritracks (the
outer roadways). It is slightly unusual in using part of a wood (Wigsley Wood)
as natural cover for auxiliary sites (including bomb stores).
It opened in February 1942 as a satellite
for RAF Swinderby, which was attached to No.5 Group Bomber Command. The initial
squadron assigned to the base was No.455 (RAAF) who flew Handley Page Hampdens
(a medium bomber). These Australians under Sqdn. Ldr. Lindeman only stayed
until April 1942, but in the months that they were there they undertook many
mine laying sorties ('Gardening', as it was known) in the North Sea, and also
leaflet drops over France ('Nickel' Raids). Following the departure of No.455
Squadron a new unit was formed in May 1942 called No.1654 HCU (Heavy Conversion
Unit). This unit and other similar ones, were responsible for the final training
of heavy bomber crews before they were assigned to an operational squadron.
In March 1943 Wigsley became a satellite to No.51 Base (RAF Swinderby) that
also by this time supported another HCU, No.1661, at RAF Winthorpe, the sister
station to Wigsley. 
Initially, the aircraft flown from Wigsley were Lancasters (8 off) and Manchesters (8 off), but by November 1943 the Lancasters, being in short supply, had been moved to operational bases and Wigsley received Stirling IIIs as replacements. As an HCU, and having less than ideal aircraft, there were many crashes. The Manchesters in particular suffered heavy losses (this was not unusual for Manchesters because of their troublesome Rolls Royce Vulture engines - one of that company's very few failures).
However, it was a crash involving a Lancaster for which
RAF Wigsley is often remembered. This occurred on 11 June 1943 and involved
Lancaster No.ED833, from RAF Wiglsey on a training flight practising three-engined
flying over Lincoln, when it banked to the south towards open country. Unfortunately,
a wing tip hit a telegraph pole causing the aircraft to hit No.22 and No.24
Highfield Avenue in Lincoln. The aircraft turned in mid-air to crash into
Nos. 25 and 27 on the other side of the road. Five civilians died as a result,
including three children. All but the rear gunner in the crew of seven was
also killed. This was not the only fatal crash associated with RAF Wigsley
and a number of aircraft came down in the area without causing civilian loss
of life. A Hampden of 455 Squadron hit electric cables near Eagle
and came down behind Sutton's farm (Friday 13th, 1942). On the 5th July of that same year a Manchester of 61 Squadron crashed and burnt out at Wigsley. Another Manchester, L7457, this time of 'home' unit 1654 HCU, crashed on the west bank at Saxilby on 24th Jan 1942, and two days later Manchester R5772 of 49 Squadron crashed near Wigsley. Another close one was on 2nd March 1943 when a Manchester, L7277 of 1654 HCU crashed on North Scarle. It was not until the jet aircraft crash in January 1958 (see Chapter XXXX) that Harby actually suffered in this way. In March 1944 the station transferred to No.75 Base in No.7 Group, but its function remained unchanged. No.1654 HCU left in 1945 to go to RAF Woolfox Lodge and No.28 Aircrew Holding Unit was formed in September of that year at RAF Wigsley. This function ceased a year later.
The final RAF use for Wigsley was again as a satellite for Swinderby, but this time as a Relief Landing Ground (RLG). The base finally closed on July 1 1958. The runways remained, as did those of many other disused bases in the area, and were used for learner drivers, model aeroplanes and the occasional 'real' aircraft. Much of the infrastructure, including the runways, has now been demolished and torn up, but the two subsidiary runways can be easily identified.
The Watch Office (Control Tower) still stands in semi-derelict condition - it is this building that most people now associate with RAF Wigsley, as it dominates the bleak road crossing the former aerodrome. The tower is of a very unusual design, comprising three storeys. Indeed, it is believed that no other RAF base had a tower similar to this one. Other buildings can still be found by looking a little more closely, the 'Ops' building, numerous air raid shelters, toilets, de-contamination block and many more. RAF Wigsley never was a famous station, but its role in training the bomber crews for action was vitally important, - and still pretty dangerous. It still leaves its mark on the surrounding countryside and in the memories of the local residents to this day.
Compiled by Paul Marshall