After returning to I-25, Fujita was more determined than ever to drop the four remaining incendiary bombs carried aboard the submarine. Captain Tagami shared his enthusiasm. He advised his pilot, We’ll make the next one a night attack, Fujita, for the Americans will be expecting another sunrise one. True to his word, Tagami surfaced I-25 after midnight on September 29,1942, about 50 miles west of Cape Blanco. This time the entire west coast of Oregon, except for the Cape Blanco lighthouse, was blacked out. Fujita’s floatplane was catapulted into the darkness, and the pilot flew east beyond the Cape Blanco lighthouse for about half an hour before dropping the two incendiary bombs. Again Fujita was satisfied with the attack, as he observed two explosions of red fire in the forest below. In order to avoid detection, Fujita cut the Glen’s engine after passing the coastline and glided down to 1,000 feet before starting it again well out at sea, west of Cape Blanco. After some difficulty, Fujita located I-25 by an oil slick caused by a leak, and his plane was hoisted aboard.

Meanwhile, below in Oregon, a work crew of forest rangers was remodeling for winter occupation the Grassy Knob lookout station about seven miles east of Port Orford. At 5:22 a.m. they reported to ranger headquarters at Gold Beach the presence of an unidentified aircraft. Noise from the aircraft was described as like a Model T with a rod out. A fire-fighting patrol was sent out from Grassy Knob after daylight on September 29, but it found neither smoke nor any bomb debris during a fruitless two-day search. Neither of the incendiary bombs dropped by Fujita on his second attack has ever been found.

Bad weather and heavy seas precluded a final bombing attack with the remaining two bombs. Captain Tagami canceled the third mission, having decided to spend the rest of his patrol time in attacks on shipping. On October 11, I-25 fired her last torpedo and returned to Yokosuka, where Fujita discovered he was something of a national hero.

How significant were these two bombing attacks on Oregon, the only times in history that America has been bombed from the air? For the Japanese, they were clearly a major propaganda victory, one that made banner headlines on the home front and to some extent evened the score for the April 18, 1942, Jimmy Doolittle raid on Tokyo, itself a retaliatory raid in return for the Pearl Harbor attack. From a military standpoint, however, the bombing raids were virtually meaningless, because no serious fires were started or significant collateral damage inflicted. Likewise, although some public apprehension was caused by the attacks, no widespread panic developed on the U.S. West Coast, at least partially due to heavy press censorship. The raids were not repeated, because aircraft-carrying submarines gradually disappeared into the increasing category of obsolete weapons. Only one more Japanese submarine, I-12, operated off the West Coast during the remainder of the war. I-25 was sunk less than a year later by USS Patterson (DD-392) off the New Hebrides Islands on September 3, 1943.

Warrant Flying Officer Fujita continued reconnaissance flying until 1944, when he returned to Japan to train kamikaze pilots. His crewman, Petty Officer Okuda, was later killed in the South Pacific. After the war, Fujita opened a successful metal products sales business in Japan. Forestry student Johnson later became a U.S. Navy Captain and on January 24, 1974, held a luncheon reunion with Fujita in Tokyo. Executive officer Tatsuo Tsukudo of I-25 retired from the IJN as a vice admiral.

This article was written by William H. Langenberg and originally published in the November 1998 issue of Aviation History.

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