At 2340 on December 29th, 1944, Major Carol C. Smith crouched in the cramped cockpit of his P61 Black Widow at Meuire Field, Muro, watching his radar operator track a contact moving at 180 knots through the black skies north of the Philippine Islands. 26 years old, 43 combat missions, four confirmed kills.
The Japanese had sent 12 bombers to destroy the American airfields that night. Smith knew the pattern. For 2 weeks, Japanese bombers had attacked Muro every single night. 334 air raid alerts in 14 days. American engineers were building two airfields to support the Lingian Gulf invasion. The Japanese understood what those airfields meant.
If American fighters could operate from Muro, they could cover the entire invasion force. The Japanese had to stop construction. They sent bombers every night. conventional bombers, kamicazis, anything that could carry explosives. The 418th Night Fighter Squadron had arrived at Muro on December 26th, 3 days earlier.
Smith squadron was the only thing standing between those bombers and 20,000 American troops sleeping in tents below. The pressure was suffocating. Every bomber that got through meant dead engineers, dead construction crews, delayed airfields, a delayed invasion, more American casualties at Lingayan Gulf.
Smith’s P61 was different from anything the Japanese had encountered. The Northrup Black Widow was the first American aircraft designed specifically for night combat. 66 ft wingspan, twin Pratt and Whitney R2800 engines producing 2,000 horsepower each. Top speed 30 66 mph. But the real weapon wasn’t the four 20 mm cannons mounted in the belly.
It was the SCR720 radar mounted in the nose. The radar could detect aircraft up to 5 m away in complete darkness. The Japanese had no idea it existed. Their bombers flew at night because they believed darkness made them invisible. They were wrong. The radar operator sat behind Smith in a separate compartment, watching a glowing screen that showed every aircraft within range. Lieutenant Philip Porter was Smith’s radar operator. He’d been tracking targets for 6 months.
He knew how to read the scope, how to vector Smith toward contacts, how to separate friendly aircraft from enemy bombers. The problem was simple. One P61, 12 Japanese bombers. If Smith engaged one target, 11 others would slip through to bomb the airfields. The mathematics were brutal. Even if Smith shot down three or four bombers, the rest would complete their mission. American casualties would mount.
The airfields would be damaged. The invasion schedule would slip. Smith had trained for this moment for 18 months. Night fighter training at Orlando Army Airfield in Florida. radar intercept procedures, night navigation, gunnery practice in total darkness.
The training was exhaustive because night fighting was the most dangerous form of aerial combat. No visual references, no horizon, just instruments and radar returns and the hope that the target you were tracking wasn’t friendly. The 418th had flown its first combat mission in November 1943, operating from primitive air strips in New Guinea, flying P70 Havocs at first, then modified P38 Lightnings with experimental radar. The P61s arrived in September 1944.
The Black Widow was everything the earlier night fighters weren’t. Stable, forgiving, powerful. The radar actually worked. But radar couldn’t solve Smith’s problem tonight. 12 bombers were coming. His fuel would last maybe 3 hours. If he spent 10 minutes engaging each target, he could only intercept three bombers before he had to return to base. Nine bombers would get through.
Nine bombers meant hundreds of casualties. Maybe thousands if they hit the fuel dumps or ammunition storage. If you want to see how Smith hunted down four Japanese bombers in total darkness, please hit that like button. It helps us share more forgotten stories. Subscribe if you haven’t already. Back to Smith.
Porter’s voice crackled through the intercom at 2342. He had four separate contacts on the scope, all heading south toward Muro, all at different altitudes. Smith had to make a choice. Which bomber to pursue first, and whether his plan to intercept all four in one night was genius or suicide. Smith pushed the throttles forward.
The twin R2800 engines responded instantly. The Black Widow climbed at 2,000 ft per minute. Porter called out vectors. Heading 035, altitude 8,000 ft, range 4 miles. Smith couldn’t see anything through the canopy, just blackness. No moon, no stars, heavy clouds obscured everything. This was why the Japanese chose tonight. Complete darkness meant their bombers were invisible to conventional fighters.
But Smith wasn’t flying a conventional fighter. The SCR720 radar used a rotating parabolic dish mounted in the nose. The dish sent out microwave pulses at 180° forward. When those pulses hit an aircraft, they bounced back. The radar operator scope showed the return as a glowing blip. The scope had two displays.
One showed azimuth left or right of the aircraft’s nose. The other showed elevation above or below the aircraft. Porter watched both scopes simultaneously. He guided Smith toward the target using verbal corrections. Left 5°, down 3°. The system worked because Porter was exceptional at his job. Range 3 m. Smith activated his own radar scope. A smaller display integrated into the main instrument panel.
When the target got close enough, Smith could track it himself. The pilot scope was simpler than Porter’s. just one display showing range and relative position, but it was enough. Once Smith had the target on his scope, he could close for the kill without relying on verbal instructions. The Japanese bomber was a Mitsubishi G4M.
The Americans called it Betty. 2,000 horsepower Mitsubishi Cas engines. Maximum speed 270 mph. Crew of 7. Bomb load 1,760 lb. The Betty had a critical weakness. No self-sealing fuel tanks. One burst from Smith’s cannons would turn the bomber into a fireball. Range two miles. Smith could see the target on his scope now. The blip was steady. The bomber crew had no idea Smith was behind them.
Japanese bombers had no tail warning radar. No way to detect a pursuing night fighter. They flew in darkness, believing they were safe. The P61 made that assumption fatal. Smith closed to 1,000 yd. still couldn’t see the Betty visually. The darkness was absolute. He relied entirely on the radar scope. The blip grew larger as the range decreased.
800 yd, 700, 600. At 500 yd, Smith finally saw it. A dark shape against slightly less dark clouds. The bomber’s exhaust flames were barely visible. Faint orange glows from the engine necessels. Smith moved the P-61 into position slightly below the bomber, slightly behind.
The four 20mm Hispano M2 cannons were mounted in the lower fuselage. Fixed forward, Smith had to aim the entire aircraft. He used the N6 gun site integrated into his instrument panel. The gun site projected an illuminated reticle onto a combining glass. Smith adjusted his position until the bomber sat centered in the reticle. Range 400 yd. Smith armed the cannons.
Each cannon carried 200 rounds, 800 rounds total, enough for approximately 40 seconds of sustained fire. But Smith wouldn’t need 40 seconds. Night Fighter doctrine called for short, concentrated bursts. Get close. Fire. Confirm the kill. Move to the next target. Wasting ammunition on a single bomber meant fewer rounds for the remaining targets.
Smith squeezed the trigger at 350 yard. The four cannons fired in unison. The sound was deafening even through the engine noise. 20 mm high explosive shells streamed toward the Betty at 2,800 ft per second. The tracers looked like red lines drawn across the darkness. Smith fired for 2 seconds. 12 rounds per cannon, 48 shells total.
The Betty’s right wing exploded. Fuel ignited instantly. The bomber rolled right and entered a steep dive. Smith watched it fall. The burning aircraft illuminated the clouds below. It hit the water 8 mi north of Muro at 2357. One bomber down, 11 remaining. But Smith’s fuel gauge showed he’d burned through 15% of his fuel.
And three more contacts were still on Porter’s scope, all heading toward the airfields, all separated by miles of black sky. And Smith had exactly 112 minutes of fuel remaining. Porter identified the second target at 0014 on December 30th. Heading 180, altitude 6,000 ft, range 6 mi. Smith turned the P61 south and descended. The problem was geometry. The second bomber was 23 mi from the first kill. Smith’s P61 cruised at 280 mph.
That meant roughly 5 minutes to intercept. 5 minutes the bomber spent flying closer to Muro, closer to the airfields, closer to completing its mission. Smith pushed the Black Widow faster, 320 mph. The R2800 engines consumed fuel at an alarming rate at high power settings.
Every minute at maximum speed cost him 3 minutes of patrol time, but if he didn’t intercept the bomber quickly, it would reach the target zone. American anti-aircraft gunners would open fire. The bomber might get shot down or it might release its bombs. Either way, Smith would have failed. The mathematics of night interception were brutal. Most night fighter missions ended without contact. The sky was enormous.
Even with radar, finding a single bomber required perfect coordination between pilot and radar operator. Finding four bombers in one night was nearly impossible. The 418th Night Fighter Squadron had scored 18 kills total since arriving in the Pacific theater. 18 kills in 14 months. Smith already had four kills to his name.
Adding four more in one night would make him the top American night fighter ace of the war. But records didn’t matter. What mattered was stopping those bombers. Porter called out corrections. Smith adjusted heading. The second contact grew stronger on the radar scope. Range four miles, three miles, two miles. Smith spotted the bomber at one mile. Another Betty. Same profile, same vulnerable fuel tanks.
The bomber was lower than the first one, 6,000 ft instead of 8,000. Closer to the cloud layer. That gave Smith less room to maneuver. Smith positioned the P61 below and behind the target. The approach had to be perfect. Too fast and he’d overshoot. too slow and the bomber might spot him. Night fighters relied on surprise.
Once the enemy knew you were there, everything changed. Bomber crews would take evasive action. Gunners would open fire. The clean intercept would turn into a dog fight. At 500 yd, Smith saw the Betty clearly. Dark shape against dark sky. The bomber crew was flying straight and level. No evasive maneuvers.
no indication they knew Smith was there. The P-61’s black paint made it nearly invisible at night. The engines were quiet compared to most fighters. The Japanese called the P61 the Black Widow. They feared it, but fear only worked if they knew it was coming. Smith centered the target in his gunsite. Range 350 yd. He fired. 2C burst, 48 rounds. The shells tore through the Betty’s fuselage.
The right engine caught fire immediately, then the left. Both wings were burning within seconds. The bomber nosed over and dove toward the ocean. Smith watched it fall. It hit the water at 0019. 17 minutes after midnight, two bombers down, 10 remaining, but Smith’s fuel gauge showed 42% remaining. Porter had two more contacts on his scope.
Both were closer to Muro than the previous targets. Both were at different altitudes. One at 9,000 ft, one at 4,000 ft, and they were 8 mi apart. Smith made a decision. He would take the higher target first. Climbing used less fuel than descending rapidly, but the higher target was also farther north. Pursuing it meant allowing the lower bomber to get closer to the airfields.
If Smith made the wrong choice, one bomber would get through and the entire mission would be considered a failure. Smith turned north and climbed. The P61 reached 9,000 ft at 0023. Porter locked onto the third contact. Range 7 mi, heading 160, speed 190 knots. But this bomber was different.
It was faster than the Betty’s and it was taking evasive action, turning, changing altitude. Someone aboard that aircraft knew the Americans had night fighters in the area. The third bomber was a Nakajima Ki49 Donu. The Americans called it Helen. Faster than the Betty. Maximum speed 306 mph. Better defensive armament. 57.7 mm machine guns.
The tail gunner had a clear field of fire directly behind the aircraft. Approaching from dead a stern would put Smith in the gunner sights. Smith adjusted his approach. Instead of positioning directly behind the Helen, he came from below and to the left, the bomber’s blind spot. Most Japanese bombers had poor vententral coverage. The belly was vulnerable.
Smith exploited that weakness. Range decreased to one mile. The Helen continued its evasive maneuvers, turning left, then right, climbing 200 ft, descending 300. The pilot was experienced. He understood that straight and level flight made his aircraft an easy target. Random changes in heading and altitude made radar tracking difficult.
Porter compensated by predicting the bombers’s movements, watching the pattern, anticipating the next turn. Smith closed to 600 yd. The Helen’s pilot made a sharp turn to the right. Smith followed. The P61’s twin boom configuration gave it excellent stability. The aircraft responded smoothly to control inputs. Smith kept the bomber centered in his gun site.
Range 500 yd, 450, 400. At 375 yd, the Helen’s tail gunner opened fire. Tracers streamed past Smith’s canopy. The gunner had spotted the P-61. The element of surprise was gone. Smith had seconds to take the shot before the bomber pilot initiated aggressive evasive action. He squeezed the trigger. 3-second burst. 72 rounds. Longer than his previous attacks.
Necessary because the Helen was maneuvering. The 20 mm shells punched through the Helen’s fuselage. The right engine exploded. The bomber rolled inverted and entered a spin. Smith pulled away to avoid debris. The burning aircraft fell through 9,000 ft, 8,000, 7,000. It hit the water at 0029. 29 minutes after midnight, three bombers down, nine remaining, but Smith’s fuel gauge showed 28%. Critical level. Most pilots returned to base at 30% fuel.
Below that, any delay could result in a forced landing or worse. Running out of fuel over open ocean at night meant certain death. No visual references, no way to judge altitude. The aircraft would hit the water before the pilot realized how low he was flying. Porter had one more contact on his scope.
The fourth target heading 170, altitude 4,000 ft, range 9 mi. This was the bomber Smith had bypassed earlier, the one flying at low altitude. It was now only 12 mi from Muro, close enough that Smith could see the search lights from the American airfields. Thin beams of white light sweeping the sky. Anti-aircraft batteries were ready. Gunners had their fingers on triggers, waiting for targets.
Smith descended toward the fourth bomber. Diving conserved fuel. The P61 dropped through 8,000 ft, 7,000, 6,000, 5,000. Smith leveled off at 4,200 ft, slightly above the target. The altitude advantage gave him better position for the attack. He could dive on the bomber from above. Use gravity to increase his speed. Reduce the time the target had to react. Range 4 m 3 m 2 m.
Smith acquired the target visually at 1 mile. Another Betty. The bomber was flying straight toward Muro. No evasive action. The pilot either didn’t know American night fighters were in the area or didn’t care. Perhaps he believed his mission was more important than his survival.
Japanese bomber crews often accepted death as the price of completing their objectives. Smith positioned the P-61 for the kill below and behind 350 yards. He checked his ammunition counter. 512 rounds remaining, enough for three more attacks, maybe four if he was conservative, but this was the fourth target. He needed to make every shot count. Smith’s fuel gauge showed 23%. Below safety margins. If he engaged this bomber and missed, he wouldn’t have enough fuel to pursue it again.
One chance, one burst, then he had to return to base. Whether the bomber was destroyed or still flying, Smith fired at 0034. 2cond burst, 48 rounds. The 20 mm shells converged on the Betty’s center fuselage. The bomber’s port wings separated from the aircraft. Fuel tanks ruptured. Fire spread across the remaining wing structure. The Betty rolled left and dove toward the ocean.
It impacted at 0035, 35 minutes after midnight. Four bombers destroyed in 55 minutes. Smith turned the P61 back toward Muro. His fuel gauge showed 21%. The mathematical calculation was simple. Maguire Field was 18 m south. The Black Widow consumed approximately 100 gall at cruise speed. Smith had roughly 60 gallons remaining.
At cruise speed, he could fly for another 36 minutes, more than enough to reach the airfield, unless something went wrong. Porter scanned his radar scope for additional contacts. Nothing. The remaining eight Japanese bombers had turned back. Whether they detected Smith’s attacks or simply lost their nerve was irrelevant. The mission was accomplished.
Four kills, zero American casualties. The airfields were safe. Construction crews would work through the night without interruption. The Lingayan Gulf invasion schedule remained intact, but Smith’s night wasn’t over. At 0042, Porter detected a new contact, heading north. Range 4 mi, altitude 7,000 ft. Smith checked his position.
He was 12 mi from Meguire Field. Fuel at 19%. The contact was between Smith and his base. If it was a Japanese bomber, it was heading toward the airfields Smith had just defended. Engaging it would consume more fuel, possibly too much fuel. Smith might not make it back to base. The alternative was worse, letting a Japanese bomber reach Minuro unchallenged. Smith had destroyed four aircraft.
If a fifth bomber got through and killed American personnel, the entire night’s work would be tainted. Numbers didn’t matter if someone died because Smith prioritized his own survival over mission completion. Smith turned toward the contact. Porter called vectors. The range closed rapidly, three miles, two miles, one mile.
Smith acquired the target visually at 800 yards. It wasn’t a bomber. It was a Nakajima Ki84 Hayate. The Americans called it Frank. A single engine fighter. Maximum speed 392 mph. Four 12.7 mm machine guns. Two 20 mm cannons. One of the best Japanese fighters in service. The Frank was faster than the P-61, more maneuverable, better rate of climb. In daylight, a skilled Frank pilot could outfight a Black Widow.
But this wasn’t daylight, and the Frank pilot had no radar. He was flying blind, searching for American aircraft using visual references that didn’t exist in complete darkness. Smith had one advantage. The Frank pilot didn’t know Smith was there. Smith positioned the P-61 below and behind the fighter.
Range 500 yd. The approach was identical to his bomber intercepts. Get close, fire, confirm the kill. But fighters were smaller targets, harder to hit, and the Frank had armor protection around the cockpit and engine. A 2- second burst might not be enough. Smith closed to 300 yd. His fuel gauge showed 17%.
If he missed this shot, he wouldn’t have time for a second attempt. He would have to disengage immediately and hope he had enough fuel to reach Meguire Field. Missing the shot also meant the Frank would know American night fighters were in the area. The element of surprise would be lost. Future intercepts would be more difficult. Smith centered the Frank in his gun site.
His finger rested on the trigger. The mathematics were clear. Engaging the fighter would drop his fuel to 15%. Below minimum safety margin, but letting it go meant risking American lives on the ground. The P-61’s engines hummed steadily at 320 mph. The Frank flew straight and level, unaware it was being hunted. Smith made his decision at 0045.
He squeezed the trigger. 3-second burst, 72 rounds, the longest burst of the night. The shells tore through the Frank’s tail section and engine cowling. The Frank’s engine burst into flames. Black smoke poured from the cowling. The fighter rolled right and dove. Smith watched it descend through 7,000 ft.
6,000. 5,000. The flames grew larger. At 3,000 ft, the pilot ejected. Smith saw the parachute open, a white canopy against black sky. The Frank continued its dive and hit the water at 0046. Smith checked his fuel gauge, 15%. The engagement had consumed more fuel than calculated. Maguire Field was 11 mi south.
The P61’s fuel consumption at cruise speed meant Smith had approximately 22 minutes of flight time remaining, enough to reach the airfield with minimal reserves. But any headwind or navigation error would exhaust his fuel before landing. Porter guided Smith toward Muro using radar navigation. The island appeared on the scope as a large land mass.
Maguire Field was on the southwestern coast. The airfield had been operational for only four days. Minimal lighting, no instrument landing system. Pilots landing at night relied on a single row of kerosene lamps marking the runway. From 5 m out, those lamps looked like dim yellow dots, easy to miss in darkness.
Smith descended to 2,000 ft. His fuel gauge showed 13%. The P61’s fuel tanks held 646 gall total. 13% meant 84 gall remaining. At cruise power settings, that provided 18 minutes of flight time. Smith was 8 miles from the airfield. At 280 mph, that meant approximately 1.7 minutes to reach the landing pattern. Enough fuel, barely.
At 0052, Smith spotted the runway lights. 12 dim lamps arranged in a line. The runway was 5,000 ft long, crushed coral surface. Engineers had completed construction on December 26th, the same day the 418th Night Fighter Squadron arrived. The runway was adequate for P61 operations, but lack the safety features of established airfields, no overrun area, no crash barriers.
If Smith landed too fast or too slow, the aircraft would leave the runway. At night, with minimal lighting, any landing error would likely be fatal. Smith entered the landing pattern at 1,000 ft. His fuel gauge showed 11% 57 gall. The P61 consumed fuel faster during landing approach. Power settings fluctuated. Engines spooled up during turns, spooled down during descents. Each power change consumed additional fuel.
Smith calculated he had approximately 12 minutes of fuel remaining, more than enough to land, unless something went wrong. At 0055, something went wrong. The runway lights went out. All 12 lamps extinguished simultaneously. Complete darkness. Smith was 3 m from the runway. Altitude 800 ft. Air speed 140 knots. Without runway lights, he had no visual reference for landing.
The P61 would hit the ground before Smith realized how low he was flying. Porter suggested using the radar altimeter. The device measured height above ground by bouncing radio waves off the surface accurate to within 50 ft. Smith could descend slowly using the altimeter and dead reckoning navigation. When the altimeter showed zero ft, he would be on the ground.
The technique was dangerous. Any error in navigation meant landing off the runway, hitting trees or coral reefs or construction equipment. Smith’s fuel gauge showed 9%, 46 gall, 8 minutes of flight time. Not enough to divert to another airfield. Takabot on Ley was the nearest alternative, 90 mi northeast. The P61 would run out of fuel 40 m short. Smith had one option.
Land at Maguire Field without runway lights, or crash into the ocean and hope someone rescued him before he drowned. The decision was simple. Smith had survived four intercepts, five kills in 55 minutes, the highest single night total for any American night fighter pilot in the Pacific theater. He had saved American lives on the ground, protected the airfields, enabled the Lingayan Gulf invasion to proceed on schedule.
Dying now because of extinguished runway lights would make the entire mission meaningless. Smith turned the P-61 toward where he believed the runway was located. His altitude was 600 ft, fuel at 9%. And the darkness below was absolute. Smith descended to 400 ft. The radar altimeter showed 380 ft above ground level.
He reduced air speed to 120 knots. The P61 stall speed was 95 knots with flaps fully extended. Flying at 120 knots gave Smith a 25 knots safety margin. Not much, but descending slower would consume more fuel. The mathematics were unforgiving. Porter monitored the radar scope. The coastline of Muro showed clearly.
Meuire Field was inland, approximately 1 mile from the beach. Smith used compass heading to navigate. The runway ran north south. Smith approached from the north. His heading was 180°. If his navigation was accurate, the runway would be directly ahead. If not, he would land in jungle or construction areas or coral reefs. At 0058, Smith extended the landing gear. Three green indicator lights confirmed all three wheels were down and locked.
Main gear under each engine necessar forward fuselage. The P61’s landing gear was robust, designed to handle rough airfields. But landing without visual references meant Smith couldn’t judge his touchdown point. He might hit too hard, collapse the gear, the aircraft would cartwheel. At 120 knots, the crew would not survive. Smith’s fuel gauge showed 7%, 36 gall, 5 minutes remaining.
He extended flaps to full. The P61’s air speed decreased to 110 knots. The aircraft descended at 300 ft per minute. The radar altimeter showed 250 ft. 200 150. Smith couldn’t see the ground. No lights, no visual references, just instruments and the hope that his navigation was correct. At 100 ft altitude, Smith reduced power.
The descent rate increased to 400 ft per minute, faster than normal, but necessary to reach the ground before his fuel ran out. 75 ft, 50 ft, 25 ft. Smith prepared for touchdown. His hands gripped the control column. His feet rested on the rudder pedals, ready to correct for any deviation. The P61’s main wheels hit crushed coral at 0059.
The impact was harder than normal. Smith felt the jolt through the airframe, but the landing gear held. The nose wheel touched down 3 seconds later. Smith applied brakes. The P61 decelerated rapidly, 100 knots, 80, 60, 40. The aircraft slowed to taxi speed at 20 knots. Smith couldn’t see where he was on the runway.
He kept the brakes applied until the P61 stopped completely. His fuel gauge showed 6%, 29 gall, 3 minutes of fuel remaining. Ground crew arrived with flashlights. They guided Smith to the parking area. The P61’s engines shut down at 0103, 1 hour and 3 minutes after takeoff. Smith climbed out of the cockpit. His legs were stiff. His hands were shaking.
Not from fear, from exhaustion. Five intercepts, five kills, one blind landing, all in 63 minutes of combat. Porter climbed out from the radar operator’s compartment. He had tracked five targets successfully, vetored Smith to each intercept, maintained radar contact throughout the engagement. Without Porter’s skill, none of the kills would have been possible.
Night fighting was a team effort. Pilot and radar operator working in perfect coordination. The ground crew inspected the P61. No damage. All four cannons had functioned correctly. Total ammunition expended, 408 rounds. Smith had started the mission with 800 rounds. He landed with 392 rounds remaining.
Enough ammunition for two more intercepts, but zero fuel for pursuing additional targets. Intelligence officers arrived at 0115. They wanted details, times, locations, altitudes, aircraft types. Smith provided the information from memory. Four Mitsubishi G4M Betty bombers, one Nakajima K49 Helen bomber, one Nakajima Ki 84 Frank fighter, all destroyed between 2357 on December 29th, and 0046 on December 30th.
Total engagement time 49 minutes. The intelligence officers confirmed the kills through multiple sources. Ground radar had tracked the intercepts. Coast watchers reported seeing aircraft crash into the ocean. Wreckage was visible at first light. Four bombers, one fighter. All exactly where Smith reported. Four kills in one night equaled the record for American night fighters. But Smith wasn’t finished.
On December 30th, 1944, at 14:30 hours, Smith flew his second mission of the day. Japanese reconnaissance aircraft had been spotted over Muro. Single engine fighters, faster than bombers, more difficult to intercept. Smith and Porter took off in the same P61. The aircraft had been refueled and rearmed. 800 rounds of 20mm ammunition, 646 gallons of fuel.
At 1512, Porter detected a contact heading north. Altitude 12,000 ft, range 8 miles. Smith climbed to intercept. The target was another Nakajima Ki 84 Frank fighter, faster than the P61 in level flight, but Smith had altitude advantage. He dove on the Frank from above.
The diving attack increased his speed to 390 mph, faster than the Frank’s maximum level speed. Smith fired at 400 yd. Two second burst, 48 rounds. The Frank’s engine exploded. The fighter rolled inverted and dove into the ocean. Smith’s seventh kill. The final victory made him the top scoring American night fighter ace of World War II. Seven confirmed kills. All achieved in less than 24 hours of combat flying.
No other American night fighter pilot in any theater would match that total. The 418th Night Fighter Squadron continued operations from Muro through January 1945. The unit scored 18 total kills during the war, the highest total of any P-61 squadron in the Pacific theater. Smith’s seven kills accounted for 39% of the squadron’s total score.
Porter received the Distinguished Flying Cross for his role as radar operator. His skill made every intercept possible. The P-61 Times A Waston continued flying combat missions through May 1945. The aircraft survived the war undamaged after VJ day. It was scrapped along with most Black Widows. Only four P61s exist today. None of them is Smith’s aircraft.
The nose art, the kill markings, the aircraft that hunted four bombers in 80 minutes. All lost to history. Meuire Field supported the Lingayan Gulf invasion as planned. American forces landed on January 9th, 1945. P-51 Mustangs and P47 Thunderbolts operating from Muro provided air cover.
The airfield Smith defended on December 29th enabled that air cover. Engineers estimated that Japanese bombs hitting the construction areas would have delayed airfield completion by 2 weeks. 2 weeks meant the invasion would have been delayed. casualties would have mounted, the war would have lasted longer. Smith survived the war. He returned to the United States in February 1946, left the military, became a civilian, never sought publicity, never wrote memoirs.
The only records of his achievement exist in military archives, unit histories, intelligence reports, the dry documentation of kills confirmed, and missions accomplished. The P61 Black Widow proved what night fighters could achieve. 700 aircraft built, used in every theater, European, Pacific, China, Burma, India, Mediterranean.
The aircraft dominated night combat from 1944 through 1945. After the war, the P-61 was redesated F-61, continued service until 1954, then retired, replaced by jet powered night fighters with better performance. But in December 1944, over Muro, the Black Widow was the most advanced night fighter in the world, and Carol Smith was the best pilot flying it.
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