Why the Douglas a-20 Havoc Was the Most Versatile Attack Plane of World War II

The Douglas A-20 Havoc stands as one of the most significant yet frequently overlooked multi-role aircraft of the Second World War. Known as the DB-7 in company records and the "Boston" in British service, the A-20 Havoc was a twin-engine light bomber and attack aircraft that defined the concept of battlefield versatility. Between 1939 and 1944, the Douglas Aircraft Company produced 7,478 units, delivering them to every major theater of the conflict—from the humid jungles of New Guinea to the frozen plains of the Eastern Front and the murky night skies over London.

What is the Douglas A-20 Havoc?

The Douglas A-20 Havoc is an American-made light bomber and ground-attack aircraft characterized by its exceptional speed, tricycle landing gear, and adaptable nose configurations. Designed by a legendary team including Donald Douglas, Jack Northrop, and Ed Heinemann, the aircraft was initially intended to meet a 1936 United States Army Air Corps (USAAC) requirement. However, its first true test came through French and British orders, which recognized its potential as a fast, low-level strike platform before the United States fully entered the war.

The aircraft is most famous for its dual identity: while the USAAF called it the Havoc, the British Commonwealth designated the bomber versions as the Boston. Regardless of the name, the aircraft was celebrated by pilots for its stability and handling, often described as a "pilot’s airplane" because it maneuvered more like a heavy fighter than a medium bomber.

How did the Douglas DB-7 evolve into the A-20 Havoc?

The history of the Havoc began with the Douglas Model 7B. In the mid-1930s, the design team aimed to create a bomber-reconnaissance aircraft that could outperform contemporary fighters. The initial 7B prototype, which first flew on October 26, 1938, was powered by two 1,100 hp Pratt & Whitney R-1830 engines.

A pivotal moment in the aircraft's development occurred during a demonstration flight in early 1939. The prototype crashed, killing the test pilot and injuring a French observer. The presence of a foreign official on a secret military test flight caused a diplomatic scandal in the isolationist United States of the time. Despite this disaster, the French Purchasing Commission was so impressed by the 7B’s performance—particularly its speed and agility—that they placed an order for 100 aircraft (designated DB-7 for "Douglas Bomber 7").

When France fell to Germany in 1940, many of these French-contracted aircraft were diverted to the United Kingdom. The Royal Air Force (RAF) integrated them into their fleet, quickly realizing that the aircraft’s low-altitude performance made it ideal for "intruder" missions and night fighting. These operational successes eventually spurred the USAAC to adopt the design as the A-20.

What made the Douglas A-20 a pilot's favorite aircraft?

Flight characteristics are often where the A-20 Havoc outshone its peers, such as the North American B-25 Mitchell or the Martin B-26 Marauder. Several engineering choices contributed to its reputation:

The First Military Tricycle Landing Gear

The A-20 was the first military aircraft to utilize a tricycle (nose-wheel) landing gear configuration. This was a revolutionary shift from the "tail-dragger" designs of the era. The nose-wheel simplified taxiing, takeoff, and landing, providing the pilot with superior visibility on the ground and making the aircraft much easier to handle on rough, forward-base airstrips.

Exceptional Speed and Handling

Powered by the robust Wright R-2600 Twin Cyclone engines, the A-20 could reach speeds exceeding 315 mph. Pilots often noted that the controls were light and responsive. Unlike larger medium bombers that required heavy physical effort to maneuver, the A-20 could be tossed around in combat, allowing it to evade anti-aircraft fire and enemy interceptors with surprising grace.

Durability and Damage Tolerance

The Havoc was built to survive. Its structural integrity allowed it to return to base even after sustaining heavy damage to the fuselage or losing significant portions of its control surfaces. This toughness was essential for an aircraft designed to operate at "treetop level," where it was constantly exposed to small-arms fire and flak.

How did the A-20G revolutionize low-level strafing?

The most iconic variant of the Havoc family is undoubtedly the A-20G. Early versions of the A-20 featured a transparent "glass" nose for a bombardier. However, in the Pacific Theater, commanders like General George Kenney realized that traditional high-altitude bombing was ineffective against maneuverable Japanese shipping and well-camouflaged jungle targets.

The solution was the "solid nose" conversion. The glass nose was replaced with a battery of heavy machine guns. The A-20G became a dedicated strafer, typically armed with:

• Six .50 caliber Browning machine guns in the nose.
• Two .50 caliber guns in a power-operated dorsal turret.
• One .50 caliber gun in a ventral tunnel position.

This concentrated firepower allowed the A-20G to fly at extremely low altitudes—sometimes literally below the level of the coconut trees—to rake enemy airfields and ships with devastating bursts of fire. This tactic, combined with "skip-bombing" (where bombs were dropped to skip across the water's surface like stones into the side of a ship), made the Havoc one of the most feared weapons in the South Pacific.

The crucial role of the Havoc in the Soviet Air Force

While the USAAF utilized the A-20 extensively, the Soviet Union was actually the largest operator of the aircraft through the Lend-Lease program. More than 3,000 A-20s were delivered to the Soviet Air Force (VVS), where the aircraft was highly valued for its reliability and versatility.

The Soviets used the A-20 in roles that the Western Allies rarely explored. They converted many into torpedo bombers for naval aviation, using them to strike German shipping in the Baltic and Black Seas. Soviet pilots particularly appreciated the A-20’s heated cockpit—a luxury compared to many Russian-built designs—and the fact that the R-2600 engines could start reliably in the brutal Russian winter. In Soviet service, the aircraft was often nicknamed the "Box" due to its fuselage shape, but its performance was anything but square.

Comparing the Boston and the Havoc naming conventions

The nomenclature of the Douglas DB-7 series can be confusing due to the different naming standards used by the Allies:

• Boston Mk I & II: These were the original French-contract aircraft diverted to the RAF. They were used primarily for training and light bombing.
• Boston Mk III: The most common British bomber variant, equivalent to the USAAF A-20C.
• Havoc Mk I & II: The RAF used this name specifically for DB-7s converted into night fighters and night intruders. They were equipped with early AI (Airborne Interception) radar and painted in matte black "Special Night" finish.
• A-20 Havoc: The standard USAAF designation for all bomber and attack variants.
• P-70 Nighthawk: The USAAF designation for A-20s converted into night fighters, usually armed with a tray of four 20mm cannons in the bomb bay.

Was the P-70 Nighthawk an effective night fighter?

In the early years of the war, the United States lacked a dedicated night fighter. To fill this gap, the USAAF converted early A-20 airframes into the P-70 Nighthawk. These aircraft were fitted with British-designed radar and heavy cannon armament.

While the P-70 served a vital role in training the first generation of American night fighter pilots, its combat record was mixed. It lacked the high-altitude performance and extreme speed required to intercept the fastest enemy bombers. However, it was used effectively in the Pacific, particularly in the Solomon Islands, to harass Japanese "Bedcheck Charlies"—nuisance bombers that attempted to disrupt the sleep of American troops at night. The P-70 eventually paved the way for the purpose-built Northrop P-61 Black Widow.

How many A-20 Havocs were built and where?

The production of the A-20 was a feat of industrial engineering. Douglas Aircraft Company utilized three primary locations:

1. Santa Monica, California (DO): The main plant, which pioneered a mile-long mechanized assembly line that tripled production speeds.
2. El Segundo, California (DE): Responsible for early French contracts and specialized variants.
3. Long Beach, California (DL): Contributed significantly to the massive A-20B production run.

Additionally, Boeing’s plant in Seattle (BO) produced 380 units of the A-20C/Boston Mk IIIa under license to help meet the overwhelming demand from the RAF and Soviet Union.

Technical Specifications of the A-20G Havoc

To understand why this aircraft was so successful, one must look at the technical data for the G-model, the most produced variant:

Summary of the A-20 Havoc's Legacy

The Douglas A-20 Havoc was the ultimate "jack-of-all-trades" for the Allied air forces. It was fast enough to outrun many early-war fighters, tough enough to survive low-level anti-aircraft fire, and versatile enough to be a bomber in the morning and a night fighter by evening.

By the time production ended in 1944, the Havoc had paved the way for the even more powerful Douglas A-26 Invader. Today, only a handful of A-20s remain in museums or as airworthy warbirds, but their contribution to the Allied victory remains indisputable. Whether strafing Japanese destroyers in the Bismarck Sea or providing close air support for the Red Army, the Havoc lived up to its name, causing chaos and destruction for the Axis powers on every front.

Frequently Asked Questions

What is the difference between an A-20 Havoc and a Mil Mi-28 Havoc?

While they share the same name, they are entirely different aircraft from different eras. The Douglas A-20 Havoc is a World War II-era American twin-engine light bomber. The Mil Mi-28 "Havoc" is a modern Russian attack helicopter that first flew in the 1980s. The name "Havoc" for the Mi-28 is a NATO reporting name, not a manufacturer designation.

How many A-20 Havocs are still flying today?

As of recent years, very few A-20 Havocs are airworthy. While several exist in static museum displays (such as at the National Museum of the U.S. Air Force), only one or two have been restored to flying condition globally, making them a very rare sight at airshows compared to the B-25 Mitchell.

Why did the British call the A-20 the "Boston"?

The British traditionally gave American aircraft names of cities or geographical locations. They chose "Boston" for the bomber versions to maintain this tradition. They only used the name "Havoc" for the specific variants modified for night fighting and intruder roles, a naming convention that emphasized the aircraft's ability to cause nighttime disruption.

Did the A-20 Havoc serve in the Korean War?

No. By the time of the Korean War in 1950, the A-20 had been almost entirely replaced in front-line service by the Douglas A-26 (B-26) Invader and early jet aircraft. Most A-20s were retired or scrapped shortly after 1945, though some remained in the air forces of smaller nations like Brazil until the late 1950s.