From Japan, 1941: Countdown to Infamy, by Eri Hotta (Vintage, 2013), pp. 80-83:
The China War cost Japan the chance to recover the international respectability it had lost with its incursion into Manchuria. In July 1936, exactly one year before the outbreak of the war, Tokyo had won its bid to host the Olympic Games in 1940. The Japanese had lobbied tirelessly for the honor. It was to be one of the most important national projects for modern Japan, the first non-Western country to host the games. Construction of stadiums began swiftly. By 1938, though, international pressure on Japan to give up the games had been mounting. Some countries, including the United States, hinted at a boycott. With no end to the China War in sight, the military, worried about its resource requirements, suggested that only lumber and stone be used for projects related to the games. Major newspapers that had been the biggest cheerleaders for the Tokyo Olympics became conspicuously silent on the issue. In late June 1938, Konoe’s cabinet placed quotas on the use of industrial materials meant for projects other than war. This effectively put an end to Japan’s Olympic dream. Tokyo would have to wait another two dozen years for its moment of Olympic glory.
Ironically, the hardening of international opinion against Japan took place just as the country was experiencing a surge in self-confidence apart from its military might. At the 1937 Paris Exposition, the thirty-six-year-old architect Sakakura Junzo, a disciple of Le Corbusier, won the top prize for his Japanese Pavilion. In August, Tokyo proudly hosted the World Federation of Education Associations’ seventh biennial conference, the first to be held in Asia, which was attended by three thousand participants from forty-eight countries. And then there was the flight of the Kamikaze. When the two-seater left Tokyo on April 6, 1937, nobody in Europe seemed to have taken any notice of the great challenge that its twenty-four-year-old pilot, Iinuma Masaaki, and thirty-six-year-old flight engineer, Tsukagoshi Kenji, had undertaken. Japan was a completely unknown quantity in the glamorous but highly dangerous world of record-setting long-distance air races dominated by European and North American pilots. The Japanese flight was ostensibly planned to celebrate the coronation of King George VI, to be held on May 12, and to make goodwill visits to various European capitals. It was, in fact, a great publicity stunt for the Asahi, which followed in the footsteps of European newspapers by employing its own pilots to promote itself (and to gather news, of course).
The Kamikaze vogue became much more than a corporate advertisement as the whole nation became engrossed in the exploits of the two fliers. The aircraft, a test plane manufactured by Mitsubishi in Nagoya for military reconnaissance, was touted as “purely” Japanese-made, adding to the patriotic fervor. (Actually, the metals to construct it had come from somewhere else, as did the gasoline to fly it. And Tsukagoshi was half English.) The name of the plane was chosen from approximately five hundred thousand entries from Asahi readers. The naming ceremony on April 1 was presided over by Imperial Prince Higashikuni Naruhiko, the emperor’s uncle by marriage, making the flight’s success all the more a matter of national pride.
The Western media, indifferent at first, became enthralled. By the time the plane left Karachi and entered Mediterranean airspace on April 8, Europe began to hold its breath. On April 9, the plane appeared in the sky over the southern London neighborhood of Croydon. The aircraft circled around a few times, as if to please the cheering crowd of four thousand, including three hundred Japanese filled with joy and pride. The plane made an impeccable landing at half past three. The two aviators had established a long-distance world record, flying between Tokyo and London in fifty-one hours, nineteen minutes, and twenty-three seconds, with an average speed of 185.9 miles (299.2 kilometers) per hour. The Times of London reported: “As the airmen struggled to the ground from Divine Wind, they were greeted with cheers and cries of ‘Banzai’ (‘live forever’), were decked with garlands of flowers and were submitted to an ordeal of handshaking and congratulation.” The two continued to receive an enthusiastic welcome, winning great accolades, including the Legion of Honor accorded by the French government. In Brussels, on April 16, they were presented with flowers by Suwa Nejiko, a former child prodigy about to launch her career as a concert violinist in Europe, along with the family of the Japanese ambassador to Belgium, Kurusu Saburo.
Not unlike the Kamikaze aviators, the violinist Suwa had known something of the weight of enormous national expectations. Her success on the international stage had been a great source of Japanese pride for most of her young life. Still, she was like any other awestruck seventeen-year-old when she met the pilots. “How dreamy they are, both of them! Mr. Iinuma particularly is so very handsome … and I could just stare and admire him as much as I liked! Such a happy day it’s been!” she recorded in her diary. This brief encounter in a Brussels airport presented a snapshot of the youthful beauty and exuberance that would soon elude Japan, like an ever-fleeting mirage. It was an image of Japan that could have been.
To celebrate the success of the Kamikaze flight, the proud sponsor published a message to the British nation in the pages of The Times on April 10, 1937. The flight, it said, would foster “an atmosphere of peace and cordiality in the midst of the storms and thunder which rage over international relations today and threaten the world peace of tomorrow.” If only that had been true. Alas, Konoe’s leadership did not live up to the feats of the Kamikaze.
