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A-20 Havoc spanned the war with grace and speed

By Frederick Johnsen · February 4, 2021 ·

The Douglas A-20 Havoc attack bomber represents an advanced pre-war design that proved effective in combat in World War II. Modifications kept the A-20 viable to the end of the war. 

The A-20 was a sporty design, with a narrow fuselage just wide enough for a single-pilot cockpit. The crew was either two or three, depending on variant. R-2600 engines mated to Hamilton Standard three-bladed propellers gave the A-20 a top speed well over 300 miles an hour.

The shadow of the Havoc tells the story of a low-level attack run on a Japanese aircraft in Lae, New Guinea. (U.S. Air Force photo)

In some scenarios, A-20s made minimum-altitude ground attacks with hit-and-run dash capabilities. In the South Pacific, General Kenney’s Fifth Air Force embraced the use of small parachute bombs he had devised many years before the war. A-20s and other bombers dropped these bombs from low altitude over parked enemy aircraft, the parachutes slowing their fall while the A-20s escaped their blast.  

The intensity of antiaircraft fire over continental Europe in 1944 and 1945 saw A-20s and other bombers prosecute the war from higher altitudes than treetop level.

With a milky top coat of white paint to better blend with the snow, this A-20B was photographed in Alaska on its way to the Soviet Union in November 1942. (AAF via National Archives)

By war’s end, A-20s were quickly retired. The A-26 Invader was the attack bomber of choice by 1945.

Some A-20s contributed to flight test research. In April 1942, an A-20 with internal liquid-fuel JATO assemblies in the nacelles pioneered the exploration of assisted takeoffs. An A-20G test used tracked landing gear to spread the load over unprepared surfaces.

Experimental liquid-fuel JATO boosters in the ample nacelles of an A-20 helped validate the concept on Rogers Dry Lake at Muroc Army Air Base in 1942. (Photo Courtesy JPL history office)

Genesis of the design that became the A-20 began with the Douglas Model 7A of 1936, strongly influenced by designer Ed Heinemann. The airplane grew as a high-performance attack aircraft with the Model 7B prototype that first flew on Oct. 26, 1938. 

Nine months later the Army Air Forces placed an order for the twin-engine attack bomber as the A-20.

The first user of the new warplane was France, who ordered hundreds under the designation DB-7. The DB-7 used 1000-horsepower Pratt and Whitney R-1830 engines, and featured a smaller vertical tail than subsequent A-20s.

Small tail and small engines were used on the French export DB-7 bomber that evolved into the A-20 for the U.S. (Photo Courtesy National Archives)

Next was the DB-7B, equivalent to the AAF’s A-20, using Wright R-2600 engines of 1600 horsepower. Turbosuperchargers were applied, but the A-20’s operating altitude was typically too low to benefit from the turbos, so they were deleted on most production aircraft. Those built with turbos were modified, either as P-70 night fighters or F-3 photo aircraft, both of which could leverage the high-altitude benefits of turbosuperchargers. 

Boeing-built DB-7B version of the A-20 was intended for the Royal Air Force, who took over a French order after Germany occupied France. (Photo Courtesy Boeing via Harl V. Brackin)

The A-20A of 1939 and 1940 eliminated the complexity and weight of turbos, and was the first bomber variant in mass production for the Army Air Forces. The A-model was also designed with a quirky defensive armament, the placement of a .30-caliber machine gun aimed rearward from each long engine nacelle. 

A few A-20Es were modified A-models that probably retained their original serials and are largely lost to history.

The 999 production model A-20Bs for the Army Air Forces were about five inches longer than adjacent models due to changes in the nose glazing. The lone XA-20B, converted from an A-20A, tested power dorsal and ventral turrets as did the XA-20F. 

To facilitate overseas orders for the Douglas DB-7B attack bomber, Boeing contracted in May 1940 to build them in Seattle. Among the first produced were 240 for a French order, which was taken over by England after the fall of France in 1940. These were delivered in Royal Air Force markings between October 1941 and March 1942.

A bit worse for wear, this A-20B was part of the force that attacked German armor in Kasserine Pass in February 1943. The battle led to Allied victory in North Africa. The photo is from the collection of Glen Edwards, an A-20 pilot who later was the namesake for Edwards Air Force Base. (Photo Courtesy AFFTC/HO)

Boeing production continued with 140 Army Air Forces A-20Cs, built to British Boston III standards. Some went to the RAF and others flew with the Army Air Forces.

By now the basic production rationale and style were set for the A-20. Crew consisted of one pilot in a narrow cockpit, with a bombardier in the glazed nose ahead of the pilot and a gunner in the fuselage just behind the wing.

The C-model, which deleted the nacelle machine guns, represented an effort to standardize production for the Army Air Forces and Great Britain.

Ultimately, the A-20 series came to be known as the Havoc in the Army Air Forces, this name coined by the British for their fighter and intruder versions.

Next production version of the Havoc for the Army Air Forces was the A-20G, representing two key changes. Gone was the Plexiglas bombardier nose, replaced with an aluminum nose housing strafing armaments that varied between .50 caliber and 20-millimeter on some models. Then, starting with the A-20G Block 20, the aft fuselage widened by six inches to accommodate a Martin power gun turret in an aft dorsal location. 

Snug cockpit of an A-20G Havoc shows the single-place arrangement with a control yoke, and dual throttles, pitch, and mixture to the left of the pilot, fighter style. The G-model used a solid nose with fixed machine guns or cannon fired by the pilot for ground attack missions. (Photo Courtesy National Archives)

Underwing bomb racks on the G-model could double the bomb load from 2,000 to 4,000 pounds. The A-20H was similar to the G-model, but featured a different R-2600 engine that promised a modest increase in speed.

A return to bombardier noses with fewer metal ribs resulted in the A-20J, based on the G-model, and A-20K, based on the H.

This late production A-20J served with the RAF as a Boston Mk IV bomber. Nested dorsal power turret, introduced on the A-20G, is evident. (Air Force photo)

The last A-20 rolled out by Douglas left the plant on Sept. 20, 1944. Douglas built 7,385 of the bombers.

In addition to bomber versions, the A-20 emerged as the F-3 photo aircraft, based initially on early A-20 models. Later, some A-20Js and Kays became F-3As.

This A-20H demonstrated track gear for rough landing strips, and outlasted the war as a test bed, circa May 1947. (Photo Courtesy AAF via National Archives)

Other early A-20s were fitted with radar acquired from the British. They received revised armament as P-70 night fighters. Some saw operational duty. Other P-70s found their greatest value as trainers for P-61 Black Widow night fighter crews.

The Soviets used several thousand A-20s, sometimes prosecuting the war from extreme low altitudes. 

Rod Lewis’ flying A-20G shows the care and skill given to its restoration by the team headed by Carl Scholl and Tony Ritzman at Aero Trader. (Photo by Frederick A. Johnsen)

A few A-20s survived, and several museums display Havocs here and overseas. In the U.S., collector Rod Lewis’ A-20G is a flying example seen at air shows around the country. 

About Frederick Johnsen

Fred Johnsen is a product of the historical aviation scene in the Pacific Northwest. The author of numerous historical aviation books and articles, Fred was an Air Force historian and curator. Now he devotes his energies to coverage for GAN as well as the Airailimages YouTube Channel. You can reach him at [email protected].

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Comments

  1. Tom Ernst says

    October 22, 2021 at 11:48 pm

    My dad was in the nose of an A20 in France, North Africa and Italy. Flew around 70 missions.He loved the airplane. Will upload some pictures one day.

  2. J.W."Corkey" Fornof says

    February 6, 2021 at 9:44 am

    In 1968 My Dad, “Bill” Fornof and I were flying the airshow in Vicksburg. LA. Dad was flying his F8F Bearcat show and I in our P-51.
    Sitting way off to the west side of the airport was a derelict A20. Resting on its tail with most of the glass broken out of it. The airport MGR. begged me to haul it off his airport, in fact he was willing to supply help to pack it up, He just wanted it off his airport. I walked through the tall grass to the A20. I started climbing inside when I was attacked by yellow-jacket wasp.i lost interest in the A20 fast and no longer interested in the project. I had the same type offer from the Jeanerette, LA. MGR to haul two B25’s off their airport. During this early Warbird discovery these types of deals were everywhere. I’m sure this A20 is now the one in the Rod Lewis collection. corkeyfornof.com

  3. R.Lopaka says

    February 5, 2021 at 4:18 pm

    Unsung Hero! Almost 7500 produced. Thx!!

  4. Capt.John Mooney TWA Retired says

    February 5, 2021 at 5:51 am

    Wow great article as I have never heard of nor ever seen one of these beautiful and deadly machines! They look like they would be a joy to fly, really cool!

  5. Charles Fineran says

    February 5, 2021 at 5:46 am

    Great article!! My father who was a gunner and engineer in an A-20 in the Pacific in 1945 always said they were an excellent plane!! Here is a link to my Flickr showing some of his photos from the 5th Air Force in the Pacific. https://www.flickr.com/photos/charliefineran/albums/72157628267052255

    • Don Harris says

      February 5, 2021 at 8:08 am

      Thanks for sharing………great pictures.

  6. Yves Morier says

    February 5, 2021 at 4:24 am

    Thank you for sharing. Great article.
    The Free French bomber Group Lorraine also used Bostons

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