{"id":20804,"date":"2026-08-09T22:38:05","date_gmt":"2026-08-09T20:38:05","guid":{"rendered":"https:\/\/migflug.com\/?page_id=20804"},"modified":"2026-08-09T22:38:05","modified_gmt":"2026-08-09T20:38:05","slug":"a-20-havoc","status":"publish","type":"page","link":"https:\/\/migflug.com\/cz\/aircraft\/a-20-havoc\/","title":{"rendered":"Douglas A-20 Havoc \u2014 History, Specs, Photos &#038; Stories"},"content":{"rendered":"<div id=\"mfam\">\n<style>html{overflow-x:hidden}body.page-id-20804{overflow-x:hidden}body.page-id-20804 h1.entry-title.main_title{display:none}body.page-id-20804 #sidebar{display:none}body.page-id-20804 #left-area{width:100%!important;float:none;padding:0}body.page-id-20804 #main-content .container::before{display:none!important;background:none!important}body.page-id-20804 #main-content .container{padding-top:0}#mfam{width:100vw;margin-left:calc(50% - 50vw);overflow:hidden;font-family:'Gilroy regular',Helvetica,Arial,sans-serif;color:#0d1117;background:#fff;line-height:1.6}#mfam *{box-sizing:border-box}#mfam img{max-width:100%;display:block}#mfam a{color:#3568e0;text-decoration:none}#mfam a:hover{text-decoration:underline}#mfam h2,#mfam h3,#mfam h1{font-family:'Gilroy semiBold',Helvetica,Arial,sans-serif;font-weight:600;color:#0d1117;line-height:1.2}#mfam .wrap{max-width:1080px;margin:0 auto;padding:0 22px}#mfam .sec{padding:60px 0}#mfam .kicker{font-family:'Gilroy semiBold';font-size:13px;letter-spacing:2px;text-transform:uppercase;color:#5C91FF;margin:0 0 12px}#mfam .sec>.wrap>h2,#mfam .sec2h{font-size:32px;margin:0 0 22px}#mfam .lead{font-size:19px;color:#39424e;max-width:820px}#mfam .hero{position:relative;width:100%;min-height:78vh;display:flex;align-items:flex-end;overflow:hidden;background:#0d1117}#mfam .hero-img{position:absolute;inset:0;width:100%;height:100%;object-fit:cover;opacity:.72}#mfam .hero-shade{position:absolute;inset:0;background:linear-gradient(180deg,rgba(13,17,23,.15) 0%,rgba(13,17,23,.35) 45%,rgba(13,17,23,.92) 100%)}#mfam .hero-inner{position:relative;z-index:2;max-width:1080px;margin:0 auto;padding:0 22px 46px;width:100%;color:#fff}#mfam .crumb{font-size:14px;color:#c7d2e2;margin-bottom:16px}#mfam .crumb a{color:#c7d2e2}#mfam .hero h1{font-size:60px;color:#fff;margin:0 0 14px;letter-spacing:-.5px}#mfam .claim{font-size:21px;color:#e7edf6;max-width:760px;margin:0 0 26px}#mfam .stripe{display:flex;flex-wrap:wrap;gap:14px;border-top:1px solid rgba(255,255,255,.18);padding-top:22px}#mfam .stat{min-width:150px}#mfam .stat b{display:block;font-family:'Gilroy semiBold';font-size:30px;color:#5C91FF;line-height:1}#mfam .stat span{display:block;font-size:14px;color:#c7d2e2;margin-top:6px}#mfam .chips{display:flex;flex-wrap:wrap;gap:10px;padding:26px 0 0}#mfam .chip{display:inline-flex;align-items:center;gap:7px;border:1px solid #e2e7ee;background:#f6f8fb;padding:9px 15px;font-size:14px;color:#39424e}#mfam .chip b{font-family:'Gilroy semiBold';color:#0d1117;font-weight:600}#mfam .chip.fly{background:#5C91FF;border-color:#5C91FF;color:#fff;font-family:'Gilroy semiBold'}#mfam .chip.fly a{color:#fff}#mfam .story p{font-size:18px;margin:0 0 20px;color:#1f2731}#mfam .pull{border-left:4px solid #5C91FF;background:#f6f8fb;padding:22px 26px;margin:30px 0;font-family:'Gilroy semiBold';font-size:22px;color:#0d1117;line-height:1.35}#mfam .pull span{display:block;font-family:'Gilroy regular';font-size:15px;color:#5a6472;margin-top:10px}#mfam .gd{border-top:1px solid #e2e7ee;margin-top:34px}#mfam .gd details{border-bottom:1px solid #e2e7ee}#mfam .gd summary{list-style:none;cursor:pointer;display:flex;align-items:flex-start;gap:18px;padding:22px 0}#mfam .gd summary::-webkit-details-marker{display:none}#mfam .gd .num{font-family:'Gilroy semiBold';font-size:34px;color:#d5dbe6;line-height:1;min-width:52px}#mfam .gd .gt{flex:1;font-family:'Gilroy semiBold';font-size:19px;color:#0d1117;padding-top:4px}#mfam .gd .pm{font-family:'Gilroy semiBold';font-size:26px;color:#5C91FF;line-height:1}#mfam .gd details[open] .pm{color:#0d1117}#mfam .gd-body{padding:0 0 26px 70px;font-size:17px;color:#28313c;max-width:860px}#mfam .gd-body p{margin:0 0 15px}#mfam .cards{display:grid;grid-template-columns:repeat(3,1fr);gap:20px}#mfam .card{border:1px solid #e2e7ee;padding:26px 24px;background:#fff}#mfam .card .n{font-family:'Gilroy semiBold';font-size:15px;letter-spacing:1px;color:#5C91FF}#mfam .card h3{font-size:20px;margin:12px 0 12px}#mfam .card p{font-size:15.5px;color:#39424e;margin:0}#mfam table.spec{width:100%;border-collapse:collapse;margin:0 0 10px}#mfam table.spec caption{text-align:left;font-family:'Gilroy semiBold';font-size:18px;color:#0d1117;padding:0 0 12px}#mfam .spec th,#mfam .spec td{text-align:left;padding:13px 14px;border-bottom:1px solid #e2e7ee;font-size:16px;vertical-align:top}#mfam .spec th{font-family:'Gilroy regular';font-weight:normal;color:#5a6472;width:46%}#mfam .spec td{font-family:'Gilroy regular';font-weight:normal;color:#0d1117}#mfam .spec tr:nth-child(even){background:#f6f8fb}#mfam .twocol{display:grid;grid-template-columns:1fr 1fr;gap:34px}#mfam .tl{border-left:2px solid #e2e7ee;margin-left:8px}#mfam .tl .row{position:relative;padding:0 0 30px 30px}#mfam .tl .row::before{content:'';position:absolute;left:-8px;top:3px;width:14px;height:14px;background:#5C91FF}#mfam .tl .yr{font-family:'Gilroy semiBold';font-size:19px;color:#0d1117}#mfam .tl .ev{font-size:16.5px;color:#39424e;margin-top:5px;max-width:760px}#mfam .carou{position:relative}#mfam .track{display:flex;gap:18px;overflow-x:auto;scroll-behavior:smooth;padding:4px 2px 18px;-webkit-overflow-scrolling:touch}#mfam .track::-webkit-scrollbar{height:8px}#mfam .track::-webkit-scrollbar-thumb{background:#cdd6e2}#mfam .scard{flex:0 0 340px;border:1px solid #e2e7ee;background:#fff;padding:24px 22px}#mfam .scard .st{font-family:'Gilroy semiBold';font-size:13px;letter-spacing:1px;text-transform:uppercase;color:#5C91FF;margin-bottom:9px}#mfam .scard h3{font-size:18px;margin:0 0 10px}#mfam .scard p{font-size:15.5px;color:#39424e;margin:0}#mfam .scard details{margin-top:10px}#mfam .scard summary{cursor:pointer;color:#3568e0;font-family:'Gilroy semiBold';font-size:14px;list-style:none}#mfam .scard summary::-webkit-details-marker{display:none}#mfam .cbtns{display:flex;gap:10px;margin-top:16px}#mfam .cbtn{width:46px;height:46px;border:none;background:#5C91FF;color:#fff;font-size:20px;cursor:pointer;display:flex;align-items:center;justify-content:center;font-family:'Gilroy semiBold'}#mfam .cbtn:hover{background:#3568e0}#mfam .gtrack{display:flex;gap:16px;overflow-x:auto;scroll-behavior:smooth;padding-bottom:16px}#mfam .gtrack figure{flex:0 0 auto;width:520px;max-width:82vw;margin:0}#mfam .gtrack img{width:100%;height:340px;object-fit:cover;background:#eef1f5}#mfam .gtrack figcaption{font-size:13.5px;color:#5a6472;padding:9px 2px 0;line-height:1.5}#mfam .vidwrap{position:relative;padding-bottom:56.25%;height:0;background:#0d1117}#mfam .vidwrap iframe{position:absolute;inset:0;width:100%;height:100%;border:0}#mfam .vcap{font-size:14px;color:#5a6472;margin-top:12px}#mfam .combat{display:grid;grid-template-columns:repeat(4,1fr);gap:18px}#mfam .cstat{border:1px solid #e2e7ee;padding:22px 20px;background:#f6f8fb}#mfam .cstat b{display:block;font-family:'Gilroy semiBold';font-size:30px;color:#5C91FF;line-height:1}#mfam .cstat span{display:block;font-size:14.5px;color:#39424e;margin-top:8px}#mfam .faq details.qa{border-bottom:1px solid #e2e7ee}#mfam .faq summary{list-style:none;cursor:pointer;font-family:'Gilroy semiBold';font-size:18px;color:#0d1117;padding:20px 40px 20px 0;position:relative}#mfam .faq summary::-webkit-details-marker{display:none}#mfam .faq summary::after{content:'+';position:absolute;right:6px;top:16px;font-size:26px;color:#5C91FF;font-family:'Gilroy semiBold'}#mfam .faq details[open] summary::after{content:'\\2013'}#mfam .faq .a{padding:0 0 22px;font-size:17px;color:#28313c;max-width:860px}#mfam .faq .a p{margin:0 0 14px}#mfam .cta{background:#0d1117;color:#fff;padding:60px 0}#mfam .cta h2{color:#fff;font-size:30px;max-width:820px;margin:0 0 10px}#mfam .cta p{color:#b8c2d1;font-size:17px;max-width:720px;margin:0 0 26px}#mfam .ctacar{display:flex;gap:18px;overflow-x:auto;scroll-behavior:smooth;padding-bottom:10px}#mfam .ctacard{flex:0 0 300px;background:#161c26;border:1px solid #232c39;padding:0}#mfam .ctacard img{width:100%;height:180px;object-fit:cover}#mfam .ctacard .cc{padding:18px 20px}#mfam .ctacard h3{color:#fff;font-size:19px;margin:0 0 6px}#mfam .ctacard p{color:#9fb0c4;font-size:14.5px;margin:0 0 14px}#mfam .ctabtn{display:inline-block;background:#5C91FF;color:#fff;font-family:'Gilroy semiBold';font-size:14px;padding:11px 18px}#mfam .ctabtn:hover{background:#3568e0;text-decoration:none;color:#fff}#mfam .relgrid{display:grid;grid-template-columns:repeat(3,1fr);gap:20px}#mfam .relcard{border:1px solid #e2e7ee;background:#fff;color:#0d1117}#mfam .relcard img{width:100%;height:190px;object-fit:cover}#mfam .relcard .rc{padding:18px 20px;display:block}#mfam .relcard .rt{font-family:'Gilroy semiBold';font-size:18px;color:#0d1117;display:block;margin-bottom:6px}#mfam .relcard .rd{font-size:14.5px;color:#5a6472;display:block}#mfam .relgrid>p,#mfam .track>p,#mfam .gtrack>p,#mfam .ctacar>p,#mfam .combat>p,#mfam .cards>p{display:contents}#mfam .srcgrid{display:grid;grid-template-columns:1fr 1fr;gap:12px 34px}#mfam .srcitem{border-bottom:1px solid #eef1f5;padding:11px 0;font-size:15.5px}#mfam .srcitem b{font-family:'Gilroy semiBold';font-weight:600;color:#0d1117}#mfam .srcitem span{color:#5a6472}#mfam .fnote{font-size:13.5px;color:#8892a0;margin-top:26px}@media(max-width:880px){#mfam .cards,#mfam .combat,#mfam .relgrid,#mfam .twocol{grid-template-columns:1fr}#mfam .hero h1{font-size:40px}#mfam .hero{min-height:66vh}#mfam .sec2h,#mfam .sec>.wrap>h2{font-size:26px}#mfam .claim{font-size:18px}#mfam .gd-body{padding-left:0}}<\/style>\n<div class=\"hero\"><img data-opt-id=1468815076  data-opt-src=\"https:\/\/ml5psubhxdln.i.optimole.com\/cb:78--.b845\/w:1426\/h:1080\/q:96\/f:best\/https:\/\/migflug.com\/wp-content\/uploads\/2026\/08\/douglas-a-20g-havoc-in-flight-410th-bomb-group-1944.jpg\"  decoding=\"async\" class=\"hero-img\" src=\"data:image/svg+xml,%3Csvg%20viewBox%3D%220%200%201536%201163%22%20width%3D%221536%22%20height%3D%221163%22%20xmlns%3D%22http%3A%2F%2Fwww.w3.org%2F2000%2Fsvg%22%3E%3Crect%20width%3D%221536%22%20height%3D%221163%22%20fill%3D%22transparent%22%2F%3E%3C%2Fsvg%3E\" alt=\"Douglas A-20 Havoc attack bomber in flight\"><\/p>\n<div class=\"hero-shade\"><\/div>\n<div class=\"hero-inner\">\n<div class=\"crumb\"><a href=\"https:\/\/migflug.com\/aircraft\/\">Aircraft Museum<\/a> &rsaquo; Douglas A-20 Havoc \/ Boston<\/div>\n<h1>Douglas A-20 Havoc<\/h1>\n<p class=\"claim\">Fast, tough and famously easy to fly, the Douglas A-20 &mdash; the RAF&rsquo;s &ldquo;Boston&rdquo; and &ldquo;Havoc&rdquo; &mdash; was a light attack bomber built in the thousands, flown from New Guinea to Normandy, and operated in greater numbers by the Soviet Union than by anyone else.<\/p>\n<div class=\"stripe\">\n<div class=\"stat\"><b>26 Oct 1938<\/b><span>First flight (Model 7B)<\/span><\/div>\n<div class=\"stat\"><b>~7,478<\/b><span>Built 1939&ndash;1944<\/span><\/div>\n<div class=\"stat\"><b>3<\/b><span>Typical crew<\/span><\/div>\n<div class=\"stat\"><b>~317 mph<\/b><span>Top speed (510 km\/h)<\/span><\/div>\n<\/div>\n<\/div>\n<\/div>\n<div class=\"sec\">\n<div class=\"wrap\">\n<div class=\"chips\"><span class=\"chip\"><b>Role<\/b> Light attack bomber \/ night fighter \/ intruder<\/span><span class=\"chip\"><b>Era<\/b> WWII, 1939&ndash;1945<\/span><span class=\"chip\"><b>Engines<\/b> 2&times; Wright R-2600 Twin Cyclone (early: P&amp;W R-1830)<\/span><span class=\"chip\"><b>Origin<\/b> United States (Douglas Aircraft Co.)<\/span><span class=\"chip\"><b>Status<\/b> Retired &middot; museum survivors only<\/span><span class=\"chip fly\"><a href=\"#faq\">Can you fly an A-20 Havoc today?<\/a><\/span><\/div>\n<\/div>\n<\/div>\n<div class=\"sec\">\n<div class=\"wrap\">\n<p class=\"kicker\">Douglas A-20 Havoc by the numbers<\/p>\n<h2>The essential figures on the Douglas A-20 Havoc<\/h2>\n<div class=\"combat\">\n<div class=\"cstat\"><b>~7,478<\/b><span>Built by Douglas (7,098) and Boeing (380); some references cite ~7,385<\/span><\/div>\n<div class=\"cstat\"><b>2&times;1,600 hp<\/b><span>Wright R-2600 Twin Cyclone radials (A-20G); early DB-7 used P&amp;W R-1830 Twin Wasp<\/span><\/div>\n<div class=\"cstat\"><b>61 ft 4 in<\/b><span>Wingspan (18.69 m)<\/span><\/div>\n<div class=\"cstat\"><b>~4,000 lb<\/b><span>Maximum bomb load (~1,815 kg); ~2,000 lb typical<\/span><\/div>\n<div class=\"cstat\"><b>~945&ndash;1,025 mi<\/b><span>Range (~1,520&ndash;1,650 km), varies by source and load<\/span><\/div>\n<div class=\"cstat\"><b>~3,414<\/b><span>Delivered to the USSR &mdash; the single largest operator<\/span><\/div>\n<\/div>\n<\/div>\n<\/div>\n<div class=\"sec\">\n<div class=\"wrap\">\n<p class=\"kicker\">The story<\/p>\n<h2>The Douglas A-20 Havoc: the light bomber everyone flew, and the Soviets flew most<\/h2>\n<div class=\"story\">\n<p>The aircraft the Americans called the Havoc, the British called the Boston, and the Soviets simply flew in greater numbers than anyone began life as a private venture. In the mid-1930s a young Douglas engineer named Ed Heinemann &mdash; working under Donald Douglas and alongside Jack Northrop &mdash; led the design of a fast, twin-engine attack bomber known as the Model 7B. It first flew on 26 October 1938. It was clean, powerful and, for its size, extraordinarily quick.<\/p>\n<p>Its first customer was not the U.S. Army but France. A French purchasing commission, watching Germany rearm, ordered a modified export version designated the DB-7 &mdash; Douglas Bomber 7. That aircraft, with a deeper fuselage and Pratt &amp; Whitney R-1830 Twin Wasp engines, first flew on 17 August 1939. French crews were still converting onto it when their country fell in June 1940. The undelivered aircraft were diverted to Britain, and there the type acquired the two names it would carry for the rest of the war.<\/p>\n<p>The Royal Air Force split the aircraft by role. As a day bomber it was the <b>Boston<\/b>; as a radar- and searchlight-equipped night fighter and intruder it became the <b>Havoc<\/b>. The United States Army Air Forces, adopting it as the A-20, took the name Havoc for everything. To confuse matters further, the Royal Australian Air Force called all of its aircraft Bostons. One airframe, three or four names &mdash; a running theme this page tries to keep straight.<\/p>\n<p>What almost every crew agreed on was how it flew. The A-20 was fast, structurally strong and, unusually for a twin of its era, genuinely pleasant and forgiving to handle. Pilots converting from single-engine types found it honest and predictable, and it could be thrown around with a confidence that heavier bombers never allowed. That combination of speed, toughness and easy handling made it a natural for the mission it became famous for: coming in fast and low.<\/p>\n<p>In the South-West Pacific, American units turned the A-20 into a low-level &ldquo;commerce destroyer.&rdquo; With batteries of forward-firing machine guns bolted into a solid nose and parachute-retarded fragmentation bombs in the bay, A-20s of the 3rd and 312th Bomb Groups swept Japanese airfields and shipping at masthead height. Over the Mediterranean and North-West Europe the Boston and Havoc did the same essential work &mdash; fast, low-to-medium-altitude tactical bombing, and by night, intruder raids over occupied territory.<\/p>\n<p>And then there is the fact that surprises people most. The largest single operator of the Douglas A-20 was not the United States or Britain but the Soviet Union. Under Lend-Lease, roughly 3,414 Havocs were shipped to the USSR, and some 2,771 served with Soviet units &mdash; more than a third of every A-20 built. Soviet crews flew them as level bombers, night intruders and even torpedo aircraft along the whole length of the Eastern Front. For a nominally American aeroplane, the Havoc did an astonishing amount of its fighting under red stars.<\/p>\n<p>Around 7,478 were built before production ended in 1944, giving way to the faster Douglas A-26 Invader. The A-20 was scrapped quickly after the war, and today only a handful survive &mdash; a modest legacy for one of the most widely used, and most widely renamed, aircraft of the whole conflict.<\/p>\n<\/div>\n<div class=\"pull\"><span>&ldquo;One airframe, four names, and more of them flew for the Soviet Union than for anyone else &mdash; the Havoc is the great light bomber that history half-forgot.&rdquo;<\/span><\/div>\n<div class=\"gd\">\n<details>\n<summary><span class=\"num\">01<\/span><span class=\"gt\">Why the Douglas A-20 has so many names: Havoc, Boston, DB-7 and Turbinlite<\/span><span class=\"pm\">+<\/span><\/summary>\n<div class=\"gd-body\">\n<p>The confusion is real, and it is worth untangling once. The manufacturer&rsquo;s designation was <b>DB-7<\/b> (Douglas Bomber 7), the export label under which France and then Britain first bought it. The U.S. Army Air Forces designation was <b>A-20<\/b>, and the Americans called every version the <b>Havoc<\/b>.<\/p>\n<p>The British, who received the largest early batches, split the name by job. Day-bomber versions were the <b>Boston<\/b> (Boston I through V). The versions converted into night fighters and night intruders &mdash; often with a solid nose full of guns, radar, or the Turbinlite searchlight &mdash; were the <b>Havoc<\/b>. So in RAF service the same basic aircraft could be a Boston or a Havoc depending on what it was doing that night.<\/p>\n<p>Add the Royal Australian Air Force, which called all of its aircraft Bostons regardless of role, and the U.S. Navy&rsquo;s handful of BD utility aircraft, and you have one of the most name-tangled aeroplanes of the war. On this page &ldquo;A-20 Havoc&rdquo; is used as the umbrella term, with Boston and Havoc noted where the distinction matters.<\/p>\n<\/div>\n<\/details>\n<details>\n<summary><span class=\"num\">02<\/span><span class=\"gt\">The Douglas A-20 and the Soviet Union: the largest operator of all<\/span><span class=\"pm\">+<\/span><\/summary>\n<div class=\"gd-body\">\n<p>It is the single most surprising fact about the aircraft: the biggest user of the American A-20 was the Soviet Union. Under Lend-Lease, about <b>3,414<\/b> Havocs were delivered to the USSR, and roughly <b>2,771<\/b> saw service with Soviet units &mdash; more than a third of all A-20s built, and more than either the USAAF or the RAF operated.<\/p>\n<p>Soviet crews valued the Havoc for exactly the qualities Western pilots did: speed, toughness and easy handling, plus a roomy fuselage and reliable radial engines. The VVS used them as day and night bombers, as night intruders, and &mdash; distinctively &mdash; as torpedo bombers and mine-layers with the naval air arms over the Baltic and Black Seas. Some were re-engined and re-armed locally to suit Soviet needs.<\/p>\n<p>This Soviet chapter is often skipped in Western accounts, but it is central to the aircraft&rsquo;s story. If you want to understand where most Havocs actually fought, the answer is the Eastern Front. The operations map further down this page shows the USSR as the standout operator for exactly this reason.<\/p>\n<\/div>\n<\/details>\n<\/div>\n<\/div>\n<\/div>\n<div class=\"sec\">\n<div class=\"wrap\">\n<p class=\"kicker\">Design &amp; engineering<\/p>\n<h2>How the Douglas A-20 Havoc was built to be fast and friendly<\/h2>\n<p class=\"lead\">Ed Heinemann&rsquo;s design balanced two things most attack bombers struggled to reconcile: real speed, and handling gentle enough that ordinary squadron pilots could master it quickly.<\/p>\n<div class=\"cards\">\n<div class=\"card\">\n<div class=\"n\">01<\/div>\n<h3>A clean airframe built for speed<\/h3>\n<p>The A-20 paired a slim, high-set wing with a narrow fuselage and two big radials, giving a top speed around 317 mph (510 km\/h) &mdash; fast for a light bomber and quicker than many contemporaries. The tricycle undercarriage, still a novelty in the late 1930s, made it easy to take off, land and see over the nose.<\/p>\n<\/div>\n<div class=\"card\">\n<div class=\"n\">02<\/div>\n<h3>Wright R-2600 Twin Cyclone power<\/h3>\n<p>Most production A-20s, including the definitive A-20G, used two Wright R-2600 Twin Cyclone fourteen-cylinder radials of about 1,600 hp each. Early DB-7 and Havoc I aircraft flew behind Pratt &amp; Whitney R-1830 Twin Wasps. Note: the A-20 did <b>not<\/b> use the R-2800 Double Wasp of the B-26 or P-47 &mdash; a common mix-up.<\/p>\n<\/div>\n<div class=\"card\">\n<div class=\"n\">03<\/div>\n<h3>Modular noses for many missions<\/h3>\n<p>The A-20 was designed so its nose could be swapped for the mission: a glazed bombardier nose for level bombing, or a solid nose packed with forward-firing .50-calibre guns for low-level strafing. Add radar and a searchlight and the same airframe became a night fighter. Few aircraft adapted so readily.<\/p>\n<\/div>\n<\/div>\n<div class=\"gd\">\n<details>\n<summary><span class=\"num\">03<\/span><span class=\"gt\">The Douglas A-20&rsquo;s engines explained: Twin Cyclone, not Double Wasp<\/span><span class=\"pm\">+<\/span><\/summary>\n<div class=\"gd-body\">\n<p>Because so many American twins of the era used Pratt &amp; Whitney&rsquo;s R-2800 Double Wasp, the A-20 is often mis-described as an R-2800 aircraft. It was not. The main production Havocs were powered by the <b>Wright R-2600 Twin Cyclone<\/b>, a fourteen-cylinder twin-row radial of around 1,600 horsepower &mdash; the same engine family that powered the B-25 Mitchell and the TBF Avenger.<\/p>\n<p>The very earliest aircraft &mdash; the French DB-7 and the RAF Havoc I &mdash; used the smaller <b>Pratt &amp; Whitney R-1830 Twin Wasp<\/b> of roughly 1,000&ndash;1,100 hp. The switch to the more powerful Wright R-2600 with the DB-7A \/ Havoc II and the A-20 proper is what gave the type its characteristic speed.<\/p>\n<p>Getting the engine right matters for identification and for accuracy: any source that lists an R-2800 for the A-20 has confused it with the Martin B-26 Marauder, which really did use the Double Wasp.<\/p>\n<\/div>\n<\/details>\n<details>\n<summary><span class=\"num\">04<\/span><span class=\"gt\">Inside the Douglas A-20: the crew of three and how they worked<\/span><span class=\"pm\">+<\/span><\/summary>\n<div class=\"gd-body\">\n<p>A typical A-20 carried a crew of three: a pilot, a bombardier or nose gunner in front, and a gunner aft covering the upper and lower rear positions. On the low-level strafer versions the &ldquo;bombardier&rdquo; position gave way to a solid gun nose, and the front-seat crewman&rsquo;s job shifted from aiming bombs to little more than riding along, because the pilot fired the fixed guns.<\/p>\n<p>The narrow fuselage meant the crew could not move between stations in flight &mdash; each man was effectively sealed into his own compartment. That was a real drawback if someone was wounded, but it kept the aircraft slim and fast. Soviet aircraft sometimes carried an extra crewman, and night-fighter Havocs added a radar operator.<\/p>\n<p>The pilot&rsquo;s view over the tricycle nose and the aircraft&rsquo;s docile handling made the A-20 one of the easier twin-engine combat types to convert onto &mdash; a quiet but important advantage when thousands of new crews had to be trained fast.<\/p>\n<\/div>\n<\/details>\n<\/div>\n<\/div>\n<\/div>\n<div class=\"sec\">\n<div class=\"wrap\">\n<p class=\"kicker\">Full specifications<\/p>\n<h2>Douglas A-20G Havoc specifications<\/h2>\n<p class=\"lead\">Figures below are for the late-war A-20G, the most-produced version, drawn from the National Museum of the U.S. Air Force and standard references. Early DB-7 and Boston aircraft were lighter and used different engines; where a value varies between sources, that is noted.<\/p>\n<div class=\"twocol\">\n<table class=\"spec\">\n<caption>Dimensions, weight &amp; crew<\/caption>\n<tbody>\n<tr>\n<th>Crew<\/th>\n<td>3 (pilot, bombardier\/nose gunner, gunner)<\/td>\n<\/tr>\n<tr>\n<th>Length<\/th>\n<td>47 ft 11 in (14.63 m)<\/td>\n<\/tr>\n<tr>\n<th>Wingspan<\/th>\n<td>61 ft 4 in (18.69 m)<\/td>\n<\/tr>\n<tr>\n<th>Height<\/th>\n<td>17 ft 7 in (5.36 m) <em>sources vary 17&ndash;18 ft<\/em><\/td>\n<\/tr>\n<tr>\n<th>Wing area<\/th>\n<td>~464 sq ft (43.1 m&sup2;)<\/td>\n<\/tr>\n<tr>\n<th>Empty weight<\/th>\n<td>~16,030 lb (7,270 kg) <em>approx<\/em><\/td>\n<\/tr>\n<tr>\n<th>Loaded weight<\/th>\n<td>~24,000&ndash;26,580 lb (10,900&ndash;12,060 kg) by source<\/td>\n<\/tr>\n<tr>\n<th>First flight<\/th>\n<td>26 October 1938 (Model 7B); 17 August 1939 (DB-7)<\/td>\n<\/tr>\n<tr>\n<th>Number built<\/th>\n<td>~7,478 total (Douglas 7,098; Boeing 380) <em>some cite ~7,385<\/em><\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n<table class=\"spec\">\n<caption>Powerplant &amp; performance<\/caption>\n<tbody>\n<tr>\n<th>Engines<\/th>\n<td>2&times; Wright R-2600 Twin Cyclone radials, ~1,600 hp each (early: 2&times; P&amp;W R-1830 Twin Wasp)<\/td>\n<\/tr>\n<tr>\n<th>Maximum speed<\/th>\n<td>~317 mph (510 km\/h); up to ~325 mph (523 km\/h) at altitude<\/td>\n<\/tr>\n<tr>\n<th>Cruising speed<\/th>\n<td>~230 mph (370 km\/h)<\/td>\n<\/tr>\n<tr>\n<th>Range<\/th>\n<td>~945&ndash;1,025 miles (1,520&ndash;1,650 km) <em>varies with load<\/em><\/td>\n<\/tr>\n<tr>\n<th>Service ceiling<\/th>\n<td>~23,700&ndash;25,000 ft (7,200&ndash;7,600 m)<\/td>\n<\/tr>\n<tr>\n<th>Bomb load<\/th>\n<td>Up to ~4,000 lb (1,815 kg); ~2,000 lb typical<\/td>\n<\/tr>\n<tr>\n<th>Armament (A-20G)<\/th>\n<td>Up to 9&times; .50-cal machine guns (six in a solid nose, twin dorsal turret, one ventral)<\/td>\n<\/tr>\n<tr>\n<th>Wing loading<\/th>\n<td>Moderate &mdash; a key reason for the type&rsquo;s easy handling<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n<\/div>\n<div class=\"gd\">\n<details>\n<summary><span class=\"num\">05<\/span><span class=\"gt\">The Douglas A-20 variants: from DB-7 and Boston to A-20G and A-20J<\/span><span class=\"pm\">+<\/span><\/summary>\n<div class=\"gd-body\">\n<p>The family began with the French <b>DB-7<\/b> and the closely related <b>DB-7A\/DB-7B<\/b>, known in RAF service as the <b>Boston I&ndash;III<\/b> (bombers) and <b>Havoc I&ndash;II<\/b> (night fighters and intruders). Early Havocs included radar-equipped night fighters and the searchlight-carrying <b>Turbinlite<\/b> conversions.<\/p>\n<p>The U.S. Army versions ran <b>A-20<\/b>, <b>A-20A<\/b>, <b>A-20B<\/b> and <b>A-20C<\/b>, leading to the definitive <b>A-20G<\/b> &mdash; the most-built version, with a solid gun nose and heavier armament, optimised for low-level attack. The <b>A-20H<\/b> was a more powerful G; the <b>A-20J<\/b> and <b>A-20K<\/b> restored a frameless glazed nose for lead bombers guiding formations (the RAF called these Boston IV and V).<\/p>\n<p>Dedicated night fighters were designated <b>P-70<\/b> in USAAF service, and a small number of utility aircraft served the U.S. Navy as the <b>BD<\/b>. It is a large, sometimes bewildering family &mdash; but the through-line is a single, adaptable airframe stretched across bombing, strafing, night-fighting and intruder work.<\/p>\n<\/div>\n<\/details>\n<details>\n<summary><span class=\"num\">06<\/span><span class=\"gt\">The Douglas A-20&rsquo;s cost: what a wartime Havoc was worth<\/span><span class=\"pm\">+<\/span><\/summary>\n<div class=\"gd-body\">\n<p>Wartime unit costs for the A-20 are not recorded consistently across sources, and figures that do appear roll airframe, engines and government-furnished equipment together in ways that resist comparison with modern list prices. A figure in the region of <b>$100,000<\/b> per aircraft is sometimes cited for the mid-war period; treat it as a rough approximation rather than an audited price.<\/p>\n<p>A meaningful modern &ldquo;cost per flight hour&rdquo; does not exist for the A-20, because effectively none is operated today. The last airworthy example in the world &mdash; a privately owned A-20G in the United States &mdash; suffered an engine failure and crash-landed at an air show in February 2025, leaving no flying Havoc anywhere. With no airworthy aircraft, there is no ownership or charter market to price.<\/p>\n<\/div>\n<\/details>\n<\/div>\n<\/div>\n<\/div>\n<div class=\"sec\">\n<div class=\"wrap\">\n<p class=\"kicker\">Cost &amp; ownership data<\/p>\n<h2>What the Douglas A-20 Havoc cost &mdash; then and now<\/h2>\n<p class=\"lead\">A standard cost snapshot for the comparison tool. Wartime prices are approximate and hedged; present-day operating figures do not exist because no A-20 is airworthy.<\/p>\n<table class=\"spec\">\n<tbody>\n<tr>\n<th>Unit cost (wartime)<\/th>\n<td>Not reliably recorded; sometimes cited near ~$100,000 <em>flagged estimate<\/em><\/td>\n<\/tr>\n<tr>\n<th>Cost per flight hour (today)<\/th>\n<td>Not applicable &mdash; no airworthy example exists (last flyer crash-landed Feb 2025)<\/td>\n<\/tr>\n<tr>\n<th>Approx. value in today&rsquo;s money<\/th>\n<td>Roughly $1.7&ndash;2 million equivalent per airframe <em>very rough, inflation only<\/em><\/td>\n<\/tr>\n<tr>\n<th>Production<\/th>\n<td>~7,478 built 1939&ndash;1944; ended when the A-26 Invader took over<\/td>\n<\/tr>\n<tr>\n<th>Operating status<\/th>\n<td>Retired; museum survivors only, none currently in flying condition<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n<p class=\"fnote\">Wartime unit costs for the A-20 are inconsistently documented and are presented here only as a hedged approximation, not an audited figure. The most reliable statement is the qualitative one: the Havoc was a relatively cheap, mass-produced light bomber, which is part of why so many were built and shipped abroad.<\/p>\n<\/div>\n<\/div>\n<div class=\"sec\">\n<div class=\"wrap\">\n<p class=\"kicker\">How it compares<\/p>\n<h2>The Douglas A-20 Havoc against its contemporaries<\/h2>\n<p class=\"lead\">A rough side-by-side with other light and medium attack bombers of the era. Figures are representative and vary by variant.<\/p>\n<table class=\"spec\">\n<thead>\n<tr>\n<th>Aircraft<\/th>\n<th>Top speed<\/th>\n<th>Bomb load<\/th>\n<th>Crew<\/th>\n<th>Notes<\/th>\n<\/tr>\n<\/thead>\n<tbody>\n<tr>\n<td><b>Douglas A-20 Havoc<\/b><\/td>\n<td>~317 mph (510 km\/h)<\/td>\n<td>~4,000 lb<\/td>\n<td>3<\/td>\n<td>Fast, easy to fly; USSR the largest operator<\/td>\n<\/tr>\n<tr>\n<td><b>North American B-25 Mitchell<\/b><\/td>\n<td>~275 mph (443 km\/h)<\/td>\n<td>~3,000&ndash;4,000 lb<\/td>\n<td>~5&ndash;6<\/td>\n<td>Larger medium bomber; same R-2600 engine<\/td>\n<\/tr>\n<tr>\n<td><b>Douglas A-26 Invader<\/b><\/td>\n<td>~355 mph (571 km\/h)<\/td>\n<td>~6,000 lb<\/td>\n<td>3<\/td>\n<td>The A-20&rsquo;s faster successor from 1944<\/td>\n<\/tr>\n<tr>\n<td><b>Bristol Blenheim IV<\/b><\/td>\n<td>~266 mph (428 km\/h)<\/td>\n<td>~1,000 lb<\/td>\n<td>3<\/td>\n<td>Earlier British light bomber the Boston replaced<\/td>\n<\/tr>\n<tr>\n<td><b>Petlyakov Pe-2<\/b><\/td>\n<td>~360 mph (580 km\/h)<\/td>\n<td>~2,200 lb<\/td>\n<td>3<\/td>\n<td>The Soviet light bomber the A-20 served alongside<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n<p class=\"fnote\">Comparative figures are indicative only, drawn from museum and reference sources; each type spanned many variants with different engines and equipment.<\/p>\n<\/div>\n<\/div>\n<div class=\"sec\">\n<div class=\"wrap\">\n<p class=\"kicker\">Family tree<\/p>\n<h2>The Douglas A-20 marks at a glance<\/h2>\n<div class=\"cards\">\n<div class=\"card\">\n<div class=\"n\">DB-7<\/div>\n<h3>The French original<\/h3>\n<p>The first production version, ordered by France in 1939 with P&amp;W R-1830 engines. Diverted to Britain after the fall of France in 1940.<\/p>\n<\/div>\n<div class=\"card\">\n<div class=\"n\">Boston I&ndash;V<\/div>\n<h3>RAF day bomber<\/h3>\n<p>The British name for the bomber versions. The Boston III was the classic mid-war day-bomber; Boston IV and V had glazed lead-bomber noses.<\/p>\n<\/div>\n<div class=\"card\">\n<div class=\"n\">Havoc I&ndash;II<\/div>\n<h3>RAF night fighter\/intruder<\/h3>\n<p>Night-fighter and intruder conversions, including radar-equipped aircraft and the searchlight-carrying Turbinlite Havoc.<\/p>\n<\/div>\n<div class=\"card\">\n<div class=\"n\">A-20 \/ A-20A&ndash;C<\/div>\n<h3>Early US versions<\/h3>\n<p>The first USAAF Havocs, progressively better armed and armoured, used in training and early combat.<\/p>\n<\/div>\n<div class=\"card\">\n<div class=\"n\">A-20G<\/div>\n<h3>The definitive Havoc<\/h3>\n<p>The most-produced version, with a solid gun nose and heavy armament for low-level attack. The version most survivors represent.<\/p>\n<\/div>\n<div class=\"card\">\n<div class=\"n\">A-20J \/ A-20K<\/div>\n<h3>Glazed-nose leaders<\/h3>\n<p>Frameless glazed-nose versions built to lead formations of gun-nosed Gs to the target. RAF Boston IV and V.<\/p>\n<\/div>\n<div class=\"card\">\n<div class=\"n\">P-70<\/div>\n<h3>US night fighter<\/h3>\n<p>A-20s converted to radar-equipped night fighters. Scored few kills and were soon replaced by the P-61 Black Widow.<\/p>\n<\/div>\n<div class=\"card\">\n<div class=\"n\">Soviet A-20<\/div>\n<h3>Eastern Front workhorse<\/h3>\n<p>Lend-Lease Havocs, often re-armed locally, used by the VVS as bombers, night intruders and naval torpedo aircraft.<\/p>\n<\/div>\n<\/div>\n<\/div>\n<\/div>\n<div class=\"sec\">\n<div class=\"wrap\">\n<p class=\"kicker\">Timeline<\/p>\n<h2>The Douglas A-20 Havoc: a wartime timeline<\/h2>\n<div class=\"tl\">\n<div class=\"row\">\n<div class=\"yr\">Mid-1930s<\/div>\n<div class=\"ev\">Ed Heinemann leads the design of the Douglas\/Northrop Model 7 attack bomber at El Segundo, California.<\/div>\n<\/div>\n<div class=\"row\">\n<div class=\"yr\">26 October 1938<\/div>\n<div class=\"ev\">The Model 7B prototype makes its first flight.<\/div>\n<\/div>\n<div class=\"row\">\n<div class=\"yr\">1939<\/div>\n<div class=\"ev\">France orders the export DB-7; the U.S. Army orders the A-20.<\/div>\n<\/div>\n<div class=\"row\">\n<div class=\"yr\">17 August 1939<\/div>\n<div class=\"ev\">The first production DB-7 flies.<\/div>\n<\/div>\n<div class=\"row\">\n<div class=\"yr\">June 1940<\/div>\n<div class=\"ev\">France falls before it can use most of its DB-7s; the undelivered aircraft go to Britain, which names them Boston and Havoc.<\/div>\n<\/div>\n<div class=\"row\">\n<div class=\"yr\">1941<\/div>\n<div class=\"ev\">RAF Bostons begin daylight raids over occupied Europe; Havoc night fighters and Turbinlite units enter service.<\/div>\n<\/div>\n<div class=\"row\">\n<div class=\"yr\">1941&ndash;42<\/div>\n<div class=\"ev\">Lend-Lease deliveries of A-20s to the Soviet Union begin; the USSR becomes the largest operator.<\/div>\n<\/div>\n<div class=\"row\">\n<div class=\"yr\">1942<\/div>\n<div class=\"ev\">USAAF A-20s enter combat; in the Pacific they pioneer low-level strafing and skip-bombing.<\/div>\n<\/div>\n<div class=\"row\">\n<div class=\"yr\">Early 1943<\/div>\n<div class=\"ev\">The RAF Turbinlite searchlight squadrons are disbanded after disappointing results.<\/div>\n<\/div>\n<div class=\"row\">\n<div class=\"yr\">1943&ndash;44<\/div>\n<div class=\"ev\">A-20s and Bostons fight across the Mediterranean, Italy, North-West Europe and the Eastern Front.<\/div>\n<\/div>\n<div class=\"row\">\n<div class=\"yr\">6 June 1944<\/div>\n<div class=\"ev\">Bostons and Havocs support the Normandy landings with bombing, smoke-laying and night intrusion.<\/div>\n<\/div>\n<div class=\"row\">\n<div class=\"yr\">September 1944<\/div>\n<div class=\"ev\">A-20 production ends after about 7,478 aircraft; the faster A-26 Invader takes over.<\/div>\n<\/div>\n<div class=\"row\">\n<div class=\"yr\">16 February 2025<\/div>\n<div class=\"ev\">The world&rsquo;s last airworthy A-20 crash-lands at a Texas air show, leaving no flying Havoc.<\/div>\n<\/div>\n<\/div>\n<\/div>\n<\/div>\n<div class=\"sec\">\n<div class=\"wrap\">\n<p class=\"kicker\">Stories &amp; eyewitnesses<\/p>\n<h2>Douglas A-20 Havoc stories: names, missions and myths<\/h2>\n<div class=\"carou\">\n<div class=\"track\" id=\"a20track\">\n<div class=\"scard\">\n<div class=\"st\">The private venture<\/div>\n<h3>Heinemann&rsquo;s Model 7<\/h3>\n<p>The A-20 began not as an Army requirement but as a Douglas private design, led by Ed Heinemann.<\/p>\n<details>\n<summary>Read more<\/summary>\n<p>The Model 7 was built on spec, a bet that a fast, clean attack bomber would find buyers. First flown in October 1938, it was quick enough to attract France, then Britain, then the U.S. Army &mdash; a private gamble that paid off in thousands of orders.<\/p>\n<\/details>\n<\/div>\n<div class=\"scard\">\n<div class=\"st\">France first<\/div>\n<h3>The customer that never got to use it<\/h3>\n<p>France ordered the DB-7 before anyone else &mdash; and fell before it could fly them in anger.<\/p>\n<details>\n<summary>Read more<\/summary>\n<p>French crews were still working up on the type when the Wehrmacht broke through in 1940. Undelivered DB-7s were redirected to Britain, where they became Bostons and Havocs. It is why an American aircraft entered large-scale combat first in British, not U.S., markings.<\/p>\n<\/details>\n<\/div>\n<div class=\"scard\">\n<div class=\"st\">Two names<\/div>\n<h3>Boston by day, Havoc by night<\/h3>\n<p>The RAF gave the same aircraft two identities depending on its job.<\/p>\n<details>\n<summary>Read more<\/summary>\n<p>As a day bomber it was the Boston; fitted with radar or a searchlight for night work it was the Havoc. The distinction has confused readers ever since &mdash; but to the crews it was simply the difference between the daylight and the dark.<\/p>\n<\/details>\n<\/div>\n<div class=\"scard\">\n<div class=\"st\">Turbinlite<\/div>\n<h3>The flying searchlight<\/h3>\n<p>Some Havocs carried a huge searchlight in the nose to hunt bombers at night.<\/p>\n<details>\n<summary>Read more<\/summary>\n<p>The Turbinlite Havoc had a 2.7-million-candlepower searchlight where the guns should be. It would illuminate an enemy bomber for an accompanying Hurricane to shoot down. In practice it rarely worked, and the squadrons were disbanded in early 1943 &mdash; an honest failure worth remembering.<\/p>\n<\/details>\n<\/div>\n<div class=\"scard\">\n<div class=\"st\">Low and fast<\/div>\n<h3>The commerce destroyers<\/h3>\n<p>In the Pacific, A-20s became masthead-height strafers and skip-bombers.<\/p>\n<details>\n<summary>Read more<\/summary>\n<p>American units bolted extra guns into a solid nose and dropped parachute-retarded fragmentation bombs from treetop height. A-20s of the 3rd and 312th Bomb Groups devastated Japanese airfields and shipping in New Guinea &mdash; the role the aircraft is most famous for.<\/p>\n<\/details>\n<\/div>\n<div class=\"scard\">\n<div class=\"st\">Red stars<\/div>\n<h3>The Soviet Havoc<\/h3>\n<p>More A-20s flew for the USSR than for anyone else.<\/p>\n<details>\n<summary>Read more<\/summary>\n<p>About 3,414 were shipped east under Lend-Lease. Soviet crews flew them as bombers, night intruders and even torpedo aircraft over the Baltic and Black Seas. For a nominally American aeroplane, the Havoc did much of its fighting on the Eastern Front.<\/p>\n<\/details>\n<\/div>\n<div class=\"scard\">\n<div class=\"st\">Pappy Gunn<\/div>\n<h3>Field-modified firepower<\/h3>\n<p>Legendary engineer Paul &ldquo;Pappy&rdquo; Gunn helped turn the A-20 into a strafer.<\/p>\n<details>\n<summary>Read more<\/summary>\n<p>In the South-West Pacific, Gunn and others packed forward-firing .50-calibre guns into the noses of A-20s (and B-25s), creating devastating low-level gunships. It was a field modification that changed how the whole theatre fought.<\/p>\n<\/details>\n<\/div>\n<div class=\"scard\">\n<div class=\"st\">Easy to fly<\/div>\n<h3>The pilots&rsquo; aircraft<\/h3>\n<p>Crews consistently praised the A-20 as one of the nicest twins to handle.<\/p>\n<details>\n<summary>Read more<\/summary>\n<p>Fast but forgiving, with a tricycle undercarriage and good visibility, the Havoc was easy to convert onto and hard to get into trouble. In an era of demanding twins, that friendliness saved lives and sped up training.<\/p>\n<\/details>\n<\/div>\n<div class=\"scard\">\n<div class=\"st\">Sealed in<\/div>\n<h3>Three men, three compartments<\/h3>\n<p>The narrow fuselage meant the crew could not reach one another in flight.<\/p>\n<details>\n<summary>Read more<\/summary>\n<p>Pilot, nose crewman and rear gunner each sat sealed in their own space. It kept the aircraft slim and fast, but if a man was hit, no one could help him. It was the price of the Havoc&rsquo;s speed.<\/p>\n<\/details>\n<\/div>\n<div class=\"scard\">\n<div class=\"st\">P-70<\/div>\n<h3>The night fighter that wasn&rsquo;t<\/h3>\n<p>The USAAF turned A-20s into radar night fighters &mdash; with little success.<\/p>\n<details>\n<summary>Read more<\/summary>\n<p>Around sixty became P-70s, but they scored only a couple of kills in the Pacific and were soon replaced by the purpose-built P-61 Black Widow. The A-20 was a fine bomber, but never a natural interceptor.<\/p>\n<\/details>\n<\/div>\n<div class=\"scard\">\n<div class=\"st\">D-Day<\/div>\n<h3>Smoke and bombs over Normandy<\/h3>\n<p>Bostons and Havocs supported the invasion in June 1944.<\/p>\n<details>\n<summary>Read more<\/summary>\n<p>They bombed coastal defences, laid smoke screens to shield the landings, and prowled behind the beaches as night intruders. It was classic tactical air work &mdash; unspectacular, essential, and exactly what the Havoc was built for.<\/p>\n<\/details>\n<\/div>\n<div class=\"scard\">\n<div class=\"st\">The Med<\/div>\n<h3>Desert and Italian skies<\/h3>\n<p>Boston squadrons fought the length of the Mediterranean.<\/p>\n<details>\n<summary>Read more<\/summary>\n<p>RAF, South African and Free French Bostons attacked shipping, airfields and bridges from the Western Desert to Italy. Kept tight and fast, they were a persistent, hard-to-catch presence over the southern front.<\/p>\n<\/details>\n<\/div>\n<div class=\"scard\">\n<div class=\"st\">Free French<\/div>\n<h3>Returning to the fight<\/h3>\n<p>French crews flew Bostons back over their own occupied country.<\/p>\n<details>\n<summary>Read more<\/summary>\n<p>Rebuilt Free French bomber groups took the Boston into action in North Africa, over Italy and in the liberation of France &mdash; the same type their nation had first ordered in 1939, now flying home.<\/p>\n<\/details>\n<\/div>\n<div class=\"scard\">\n<div class=\"st\">Australia<\/div>\n<h3>The RAAF Bostons<\/h3>\n<p>Australia flew Bostons in the South-West Pacific and calls them Bostons to this day.<\/p>\n<details>\n<summary>Read more<\/summary>\n<p>No. 22 Squadron RAAF flew Bostons on low-level strikes in New Guinea; one of its pilots, Bill Newton, was posthumously awarded the Victoria Cross. Two Australian survivors are preserved at Amberley and Point Cook.<\/p>\n<\/details>\n<\/div>\n<div class=\"scard\">\n<div class=\"st\">The successor<\/div>\n<h3>Overtaken by the Invader<\/h3>\n<p>The A-20 gave way to a faster Douglas design in 1944.<\/p>\n<details>\n<summary>Read more<\/summary>\n<p>The A-26 Invader could carry more, faster, with the same crew, and it ended A-20 production. After the war the Havocs were scrapped by the thousand, which is why so few survive today.<\/p>\n<\/details>\n<\/div>\n<div class=\"scard\">\n<div class=\"st\">Last flyer<\/div>\n<h3>The end of an era<\/h3>\n<p>Until 2025 one A-20 still flew; now none do.<\/p>\n<details>\n<summary>Read more<\/summary>\n<p>The world&rsquo;s last airworthy Havoc, a privately owned A-20G in the United States, suffered an engine failure and crash-landed at a Texas air show in February 2025. The pilot survived; the flying Havoc, for now, did not.<\/p>\n<\/details>\n<\/div>\n<\/div>\n<div class=\"cbtns\"><button class=\"cbtn\" onclick=\"document.getElementById('a20track').scrollBy({left:-380,behavior:'smooth'})\" aria-label=\"Scroll stories left\">&lsaquo;<\/button><button class=\"cbtn\" onclick=\"document.getElementById('a20track').scrollBy({left:380,behavior:'smooth'})\" aria-label=\"Scroll stories right\">&rsaquo;<\/button><\/div>\n<\/div>\n<\/div>\n<\/div>\n<div class=\"sec\">\n<div class=\"wrap\">\n<p class=\"kicker\">Photo gallery<\/p>\n<h2>Douglas A-20 Havoc in photographs<\/h2>\n<div class=\"gtrack\">\n<figure><img data-opt-id=1737606178  data-opt-src=\"https:\/\/ml5psubhxdln.i.optimole.com\/cb:78--.b845\/w:1409\/h:1080\/q:96\/f:best\/https:\/\/migflug.com\/wp-content\/uploads\/2026\/08\/a-20-havoc-low-level-attack-wewak-new-guinea-1944.jpg\"  decoding=\"async\" src=\"data:image/svg+xml,%3Csvg%20viewBox%3D%220%200%201536%201177%22%20width%3D%221536%22%20height%3D%221177%22%20xmlns%3D%22http%3A%2F%2Fwww.w3.org%2F2000%2Fsvg%22%3E%3Crect%20width%3D%221536%22%20height%3D%221177%22%20fill%3D%22transparent%22%2F%3E%3C%2Fsvg%3E\" alt=\"Douglas A-20 Havoc attacking a Japanese merchant ship at low level off Wewak, New Guinea, 1944\"><figcaption>An A-20 presses home a low-level attack on a Japanese merchant ship off Wewak, New Guinea, 19 March 1944 &mdash; the masthead-height role the Havoc made its own. Photo: U.S. Army Air Forces (public domain), via Wikimedia Commons.<\/figcaption><\/figure>\n<figure><img data-opt-id=1958452600  data-opt-src=\"https:\/\/ml5psubhxdln.i.optimole.com\/cb:78--.b845\/w:1389\/h:1080\/q:96\/f:best\/https:\/\/migflug.com\/wp-content\/uploads\/2026\/08\/a-20-havoc-production-long-beach-color.jpg\"  decoding=\"async\" src=\"data:image/svg+xml,%3Csvg%20viewBox%3D%220%200%201536%201194%22%20width%3D%221536%22%20height%3D%221194%22%20xmlns%3D%22http%3A%2F%2Fwww.w3.org%2F2000%2Fsvg%22%3E%3Crect%20width%3D%221536%22%20height%3D%221194%22%20fill%3D%22transparent%22%2F%3E%3C%2Fsvg%3E\" alt=\"Colour photograph of a Douglas A-20 Havoc built at Long Beach, California\"><figcaption>A Douglas A-20 photographed in colour at the Long Beach plant. Photo: Alfred T. Palmer, U.S. Office of War Information (public domain), via Wikimedia Commons.<\/figcaption><\/figure>\n<figure><img data-opt-id=201947463  data-opt-src=\"https:\/\/ml5psubhxdln.i.optimole.com\/cb:78--.b845\/w:1348\/h:1080\/q:96\/f:best\/https:\/\/migflug.com\/wp-content\/uploads\/2026\/08\/a-20-havoc-assembly-line-long-beach-1942.jpg\"  decoding=\"async\" src=\"data:image/svg+xml,%3Csvg%20viewBox%3D%220%200%201536%201230%22%20width%3D%221536%22%20height%3D%221230%22%20xmlns%3D%22http%3A%2F%2Fwww.w3.org%2F2000%2Fsvg%22%3E%3Crect%20width%3D%221536%22%20height%3D%221230%22%20fill%3D%22transparent%22%2F%3E%3C%2Fsvg%3E\" alt=\"A Douglas A-20 leaving the assembly line at Long Beach, California\"><figcaption>A new A-20 leaves the Long Beach assembly line. Of some 7,478 built, more than a third were shipped to the Soviet Union under Lend-Lease. Photo: Alfred T. Palmer \/ U.S. Office of War Information (public domain), via Wikimedia Commons.<\/figcaption><\/figure>\n<figure><img data-opt-id=1927965270  data-opt-src=\"https:\/\/ml5psubhxdln.i.optimole.com\/cb:78--.b845\/w:1489\/h:1080\/q:96\/f:best\/https:\/\/migflug.com\/wp-content\/uploads\/2026\/08\/douglas-boston-iii-88-squadron-raf.jpg\"  decoding=\"async\" src=\"data:image/svg+xml,%3Csvg%20viewBox%3D%220%200%201536%201114%22%20width%3D%221536%22%20height%3D%221114%22%20xmlns%3D%22http%3A%2F%2Fwww.w3.org%2F2000%2Fsvg%22%3E%3Crect%20width%3D%221536%22%20height%3D%221114%22%20fill%3D%22transparent%22%2F%3E%3C%2Fsvg%3E\" alt=\"Douglas Boston III light bombers of No. 88 Squadron RAF\"><figcaption>Douglas Boston IIIs of No. 88 Squadron RAF &mdash; the day bomber the British called the &ldquo;Boston&rdquo;. Photo: Royal Air Force official photographer (public domain), via Wikimedia Commons.<\/figcaption><\/figure>\n<figure><img data-opt-id=1965929393  data-opt-src=\"https:\/\/ml5psubhxdln.i.optimole.com\/cb:78--.b845\/w:1024\/h:713\/q:96\/f:best\/https:\/\/migflug.com\/wp-content\/uploads\/2026\/08\/douglas-havoc-raf-night-fighter-db-7.jpg\"  decoding=\"async\" src=\"data:image/svg+xml,%3Csvg%20viewBox%3D%220%200%201024%20713%22%20width%3D%221024%22%20height%3D%22713%22%20xmlns%3D%22http%3A%2F%2Fwww.w3.org%2F2000%2Fsvg%22%3E%3Crect%20width%3D%221024%22%20height%3D%22713%22%20fill%3D%22transparent%22%2F%3E%3C%2Fsvg%3E\" alt=\"Douglas DB-7 Havoc night fighter in Royal Air Force service\"><figcaption>A Douglas Havoc in RAF service. Night-fighter and intruder versions kept the name &ldquo;Havoc&rdquo;, including the searchlight-armed Turbinlite conversions. Photo: RAF official photographer (Daventry, B.J.) (public domain), via Wikimedia Commons.<\/figcaption><\/figure>\n<figure><img data-opt-id=37487089  data-opt-src=\"https:\/\/ml5psubhxdln.i.optimole.com\/cb:78--.b845\/w:1536\/h:997\/q:96\/f:best\/https:\/\/migflug.com\/wp-content\/uploads\/2026\/08\/douglas-boston-418-squadron-rcaf-night-intruder-1942.jpg\"  decoding=\"async\" src=\"data:image/svg+xml,%3Csvg%20viewBox%3D%220%200%201536%20997%22%20width%3D%221536%22%20height%3D%22997%22%20xmlns%3D%22http%3A%2F%2Fwww.w3.org%2F2000%2Fsvg%22%3E%3Crect%20width%3D%221536%22%20height%3D%22997%22%20fill%3D%22transparent%22%2F%3E%3C%2Fsvg%3E\" alt=\"Douglas Boston III of No. 418 Squadron RCAF taxiing for a night intruder raid, 1942\"><figcaption>A Boston III of No. 418 Squadron RCAF taxis at Bradwell Bay before a night intruder raid over France, September 1942. Photo: Royal Air Force official photographer (public domain), via Wikimedia Commons.<\/figcaption><\/figure>\n<figure><img data-opt-id=266722991  data-opt-src=\"https:\/\/ml5psubhxdln.i.optimole.com\/cb:78--.b845\/w:1024\/h:709\/q:96\/f:best\/https:\/\/migflug.com\/wp-content\/uploads\/2026\/08\/douglas-a-20g-havoc-preserved-usaf-markings.jpg\"  decoding=\"async\" src=\"data:image/svg+xml,%3Csvg%20viewBox%3D%220%200%201024%20709%22%20width%3D%221024%22%20height%3D%22709%22%20xmlns%3D%22http%3A%2F%2Fwww.w3.org%2F2000%2Fsvg%22%3E%3Crect%20width%3D%221024%22%20height%3D%22709%22%20fill%3D%22transparent%22%2F%3E%3C%2Fsvg%3E\" alt=\"Preserved Douglas A-20G Havoc displayed in USAF markings\"><figcaption>A preserved A-20G Havoc in wartime USAAF markings. Only a handful of Havocs survive worldwide. Photo: U.S. Air Force (public domain), via Wikimedia Commons.<\/figcaption><\/figure>\n<figure><img data-opt-id=1763009217  data-opt-src=\"https:\/\/ml5psubhxdln.i.optimole.com\/cb:78--.b845\/w:auto\/h:auto\/q:96\/f:best\/https:\/\/migflug.com\/wp-content\/uploads\/2026\/08\/a-20-havoc-formation-410th-bomb-group.jpg\"  decoding=\"async\" src=\"data:image/svg+xml,%3Csvg%20viewBox%3D%220%200%20100%%20100%%22%20width%3D%22100%%22%20height%3D%22100%%22%20xmlns%3D%22http%3A%2F%2Fwww.w3.org%2F2000%2Fsvg%22%3E%3Crect%20width%3D%22100%%22%20height%3D%22100%%22%20fill%3D%22transparent%22%2F%3E%3C%2Fsvg%3E\" alt=\"Formation of Douglas A-20 Havoc bombers of the 410th Bomb Group\"><figcaption>A tight formation of A-20 Havocs of the 410th Bomb Group. Photo: U.S. Army Air Forces (public domain), via Wikimedia Commons.<\/figcaption><\/figure>\n<\/div>\n<p class=\"fnote\">All images are in the public domain (U.S. Army Air Forces \/ U.S. Air Force \/ U.S. Office of War Information \/ Royal Air Force) sourced via Wikimedia Commons. Credits appear in each caption.<\/p>\n<\/div>\n<\/div>\n<div class=\"sec\">\n<div class=\"wrap\">\n<p class=\"kicker\">Watch<\/p>\n<h2>The Douglas A-20 Havoc on film: inside the last one that flew<\/h2>\n<p class=\"lead\">Rather than a modern re-cut, we chose a walkaround of the actual aircraft that was, until 2025, the only airworthy A-20 in the world.<\/p>\n<div class=\"vidwrap\"><iframe src=\"https:\/\/www.youtube.com\/embed\/DIMhaLC89BU\" title=\"A20 Havoc Aircraft Tour \u2014 AVweb\" loading=\"lazy\" allow=\"accelerometer; autoplay; clipboard-write; encrypted-media; gyroscope; picture-in-picture\" allowfullscreen><\/iframe><\/div>\n<p class=\"vcap\">&ldquo;A20 Havoc Aircraft Tour&rdquo; by AVweb, an established aviation-media outlet (roughly 108,000 views at the time of writing). The video tours the world&rsquo;s only flying Douglas A-20 Havoc &mdash; the privately owned A-20G that later crash-landed at a Texas air show in February 2025, leaving no airworthy Havoc anywhere. A rare look inside a genuine, running example rather than a static museum aircraft.<\/p>\n<\/div>\n<\/div>\n<div class=\"sec\">\n<div class=\"wrap\">\n<p class=\"kicker\">Operations map<\/p>\n<h2>Where the Douglas A-20 Havoc flew and fought<\/h2>\n<p class=\"lead\">The A-20 was an American aircraft that fought on almost every front &mdash; and its single largest operator was the Soviet Union. Toggle the categories to explore its primary operator, its combat theatres, its Allied and Lend-Lease users, and where the last airframes survive.<\/p>\n<div id=\"a20-map-widget\" style=\"font-family:'Gilroy semiBold','Gilroy regular',Helvetica,Arial,Lucida,sans-serif;max-width:1080px;width:100%;\">\n<div id=\"a20-map-container\" style=\"width:100%;position:relative\"><svg id=\"a20-map-svg\" style=\"width:100%;height:auto;display:block\"><\/svg><\/p>\n<div id=\"a20-tooltip\" style=\"position:fixed;background:#1a1a2e;color:#fff;padding:10px 16px;border-radius:0;font-size:13px;font-weight:400;letter-spacing:.3px;pointer-events:auto;opacity:0;transition:opacity .15s;z-index:1000;max-width:360px;line-height:1.5\"><\/div>\n<\/div>\n<div id=\"a20-controls\" style=\"display:flex;gap:8px;flex-wrap:wrap;justify-content:flex-start;margin-top:12px;\"><button class=\"a20-toggle active\" data-cat=\"primary\" data-full=\"Primary Operator (USAAF)\" data-short=\"USAAF\" style=\"display:flex;align-items:center;gap:6px;padding:8px 12px;border:2px solid #5C91FF;border-radius:0;background:#fff;cursor:pointer;font-family:inherit;font-size:13px;font-weight:600;color:#1a1a2e;white-space:nowrap;transition:all .25s\"><\/p>\n<div style=\"width:14px;height:14px;flex-shrink:0;background:#5C91FF\"><\/div>\n<p><span class=\"a20-label\">Primary Operator (USAAF)<\/span><span class=\"a20-check\" style=\"font-size:10px;opacity:1;transition:opacity .2s\">&#10003;<\/span><\/button><button class=\"a20-toggle active\" data-cat=\"combat\" data-full=\"Combat Theatres\" data-short=\"Combat\" style=\"display:flex;align-items:center;gap:6px;padding:8px 12px;border:2px solid #6B8E23;border-radius:0;background:#fff;cursor:pointer;font-family:inherit;font-size:13px;font-weight:600;color:#1a1a2e;white-space:nowrap;transition:all .25s\"><\/p>\n<div style=\"width:14px;height:14px;flex-shrink:0;background:linear-gradient(135deg,#4A6741 25%,#6B8E23 25%,#6B8E23 50%,#556B2F 50%,#556B2F 75%,#8B9D77 75%);background-size:8px 8px\"><\/div>\n<p><span class=\"a20-label\">Combat Theatres<\/span><span class=\"a20-check\" style=\"font-size:10px;opacity:1;transition:opacity .2s\">&#10003;<\/span><\/button><button class=\"a20-toggle active\" data-cat=\"allied\" data-full=\"Allied \/ Lend-Lease Operators\" data-short=\"Allied\" style=\"display:flex;align-items:center;gap:6px;padding:8px 12px;border:2px solid #555;border-radius:0;background:#fff;cursor:pointer;font-family:inherit;font-size:13px;font-weight:600;color:#1a1a2e;white-space:nowrap;transition:all .25s\"><\/p>\n<div style=\"width:14px;height:14px;flex-shrink:0;background:#555\"><\/div>\n<p><span class=\"a20-label\">Allied \/ Lend-Lease Operators<\/span><span class=\"a20-check\" style=\"font-size:10px;opacity:1;transition:opacity .2s\">&#10003;<\/span><\/button><button class=\"a20-toggle active\" data-cat=\"survivor\" data-full=\"Surviving Airframes on Display\" data-short=\"Survivors\" style=\"display:flex;align-items:center;gap:6px;padding:8px 12px;border:2px solid #bbb;border-radius:0;background:#fff;cursor:pointer;font-family:inherit;font-size:13px;font-weight:600;color:#1a1a2e;white-space:nowrap;transition:all .25s\"><\/p>\n<div style=\"width:14px;height:14px;flex-shrink:0;background:#C0C0C0\"><\/div>\n<p><span class=\"a20-label\">Surviving Airframes on Display<\/span><span class=\"a20-check\" style=\"font-size:10px;opacity:1;transition:opacity .2s\">&#10003;<\/span><\/button><\/div>\n<div id=\"a20-count\" style=\"text-align:left;font-size:14px;color:#666;margin-top:12px;line-height:1.7;width:100%\"><\/div>\n<\/div>\n<style>#a20-map-widget .a20-toggle:hover{border-color:#999!important}#a20-map-widget .a20-toggle:not(.active){color:#999!important;border-color:#E0E0E0!important}#a20-map-widget .a20-toggle:not(.active) .a20-check{opacity:0!important}#a20-map-widget .country{fill:#E8ECF1;stroke:#C8D0DA;stroke-width:.4;transition:fill .3s,stroke .3s}#a20-map-widget .country:hover{stroke-width:1;stroke:#999}#a20-map-widget .country.cat-primary{fill:#5C91FF;stroke:#3A6FD8;stroke-width:.7}#a20-map-widget .country.cat-combat{fill:url(#camo-pattern);stroke:#4A6741;stroke-width:.7}#a20-map-widget .country.cat-allied{fill:#555;stroke:#333;stroke-width:.7}#a20-map-widget .country.cat-survivor{fill:#C0C0C0;stroke:#999;stroke-width:.5}#a20-tooltip .tt-name{font-size:15px;font-weight:700;display:block;margin-bottom:4px}#a20-tooltip .tt-cat{font-size:11px;font-weight:400;color:#9fb0c4;display:block;margin-bottom:6px;letter-spacing:.3px}#a20-tooltip .tt-fleet{font-size:12px;font-weight:600;color:#dbe3ee;display:block;margin-bottom:4px;line-height:1.5}#a20-tooltip .tt-desc{font-size:12px;color:#ccc;line-height:1.5;display:block}@media(max-width:600px){#a20-map-widget .a20-toggle{padding:6px 10px!important;font-size:12px!important;gap:5px!important}#a20-map-widget .a20-toggle div{width:12px!important;height:12px!important}#a20-controls{gap:6px!important}#a20-count{font-size:13px!important}#a20-tooltip{max-width:calc(100vw - 32px)!important;font-size:12px!important;padding:8px 12px!important}#a20-tooltip .tt-name{font-size:14px!important}#a20-tooltip .tt-cat{font-size:10px!important}#a20-tooltip .tt-fleet{font-size:11px!important}#a20-tooltip .tt-desc{font-size:11px!important}}@media(max-width:400px){#a20-map-widget .a20-toggle{padding:5px 8px!important;font-size:11px!important;gap:4px!important}#a20-map-widget .a20-toggle div{width:10px!important;height:10px!important}#a20-controls{gap:4px!important}}<\/style>\n<p><script src=\"https:\/\/cdnjs.cloudflare.com\/ajax\/libs\/d3\/7.8.5\/d3.min.js\"><\/script><script src=\"https:\/\/cdnjs.cloudflare.com\/ajax\/libs\/topojson\/3.0.2\/topojson.min.js\"><\/script><script src=\"https:\/\/cdn.jsdelivr.net\/npm\/d3-geo-projection@4\/dist\/d3-geo-projection.min.js\"><\/script><div id=\"a20-data\" data-js=\"KGZ1bmN0aW9uIGJvb3QoKXsKaWYodHlwZW9mIGQzPT09J3VuZGVmaW5lZCd8fHR5cGVvZiB0b3BvanNvbj09PSd1bmRlZmluZWQnfHwhZDMuZ2VvUm9iaW5zb24pe3NldFRpbWVvdXQoYm9vdCwxNTApO3JldHVybjt9CnZhciBDQVQ9ewogcHJpbWFyeTp7bDonUHJpbWFyeSBPcGVyYXRvciAoVVNBQUYpJyxjOlsnVW5pdGVkIFN0YXRlcyBvZiBBbWVyaWNhJ119LAogY29tYmF0OntsOidDb21iYXQgVGhlYXRyZXMnLGM6WydQYXB1YSBOZXcgR3VpbmVhJywnSW5kb25lc2lhJywnUGhpbGlwcGluZXMnLCdGcmFuY2UnLCdCZWxnaXVtJywnTmV0aGVybGFuZHMnLCdHZXJtYW55JywnSXRhbHknLCdUdW5pc2lhJywnTGlieWEnLCdFZ3lwdCcsJ1J1c3NpYScsJ1VrcmFpbmUnLCdCZWxhcnVzJ119LAogYWxsaWVkOntsOidBbGxpZWQgLyBMZW5kLUxlYXNlIE9wZXJhdG9ycycsYzpbJ1J1c3NpYScsJ1VuaXRlZCBLaW5nZG9tJywnRnJhbmNlJywnQXVzdHJhbGlhJywnQ2FuYWRhJywnTmV0aGVybGFuZHMnLCdTb3V0aCBBZnJpY2EnLCdCcmF6aWwnXX0sCiBzdXJ2aXZvcjp7bDonU3Vydml2aW5nIEFpcmZyYW1lcyBvbiBEaXNwbGF5JyxjOlsnVW5pdGVkIFN0YXRlcyBvZiBBbWVyaWNhJywnQXVzdHJhbGlhJywnQnJhemlsJywnUnVzc2lhJ119Cn07Ck9iamVjdC5rZXlzKENBVCkuZm9yRWFjaChmdW5jdGlvbihrKXtDQVRba10ucz1uZXcgU2V0KENBVFtrXS5jKX0pOwp2YXIgYWN0aXZlPXtwcmltYXJ5OjEsY29tYmF0OjEsYWxsaWVkOjEsc3Vydml2b3I6MX07CnZhciBGTEVFVF9JTkZPPXsKICdVbml0ZWQgU3RhdGVzIG9mIEFtZXJpY2EnOidVLlMuIEFybXkgQWlyIEZvcmNlcyDigJQgZGV2ZWxvcGVyIGFuZCBzZWNvbmQtbGFyZ2VzdCB1c2VyLiBSb3VnaGx5IDcsNDc4IEEtMjBzIHdlcmUgYnVpbHQ7IFVTQUFGIHVuaXRzIGZsZXcgdGhlIEhhdm9jIGluIHRoZSBQYWNpZmljLCB0aGUgTWVkaXRlcnJhbmVhbiBhbmQgRXVyb3BlLiBTdXJ2aXZvcnMgaW5jbHVkZSAiTGl0dGxlIEpvZSIgYXQgdGhlIE5hdGlvbmFsIE11c2V1bSBvZiB0aGUgVS5TLiBBaXIgRm9yY2UgKERheXRvbikgYW5kIGFuIEEtMjBHIGF0IHRoZSBQaW1hIEFpciAmIFNwYWNlIE11c2V1bS4nLAogJ1J1c3NpYSc6J1NvdmlldCBVbmlvbiAoVlZTKSDigJQgdGhlIHNpbmdsZSBsYXJnZXN0IG9wZXJhdG9yLiBBYm91dCAzLDQxNCBIYXZvY3Mgd2VyZSBkZWxpdmVyZWQgdG8gdGhlIFVTU1IgdW5kZXIgTGVuZC1MZWFzZSBhbmQgc29tZSAyLDc3MSBzZXJ2ZWQgd2l0aCBTb3ZpZXQgdW5pdHMsIG1vcmUgdGhhbiBhIHRoaXJkIG9mIGFsbCBBLTIwcyBidWlsdC4gVGhleSBmbGV3IGFzIGJvbWJlcnMsIG5pZ2h0IGludHJ1ZGVycyBhbmQgdG9ycGVkbyBhaXJjcmFmdCBvbiB0aGUgRWFzdGVybiBGcm9udCBhbmQgYWdhaW5zdCB0aGUgQmFsdGljIGFuZCBCbGFjayBTZWEgc2hpcHBpbmcuIEFuIEEtMjBHIHN1cnZpdmVzIGF0IHRoZSBDZW50cmFsIEFpciBGb3JjZSBNdXNldW0sIE1vbmlubywgbmVhciBNb3Njb3cuJywKICdVbml0ZWQgS2luZ2RvbSc6J1JveWFsIEFpciBGb3JjZSDigJQgZmxldyB0aGUgdHlwZSBhcyB0aGUgIkJvc3RvbiIgKGJvbWJlcikgYW5kIHRoZSAiSGF2b2MiIChuaWdodCBmaWdodGVyL2ludHJ1ZGVyKSwgaW5jbHVkaW5nIHRoZSBzZWFyY2hsaWdodC1hcm1lZCBUdXJiaW5saXRlIGNvbnZlcnNpb25zLiBCcml0YWluIHRvb2sgb3ZlciBtYW55IGFpcmNyYWZ0IG9yaWdpbmFsbHkgb3JkZXJlZCBieSBGcmFuY2UgaW4gMTk0MC4nLAogJ0ZyYW5jZSc6J0ZyYW5jZSAmIEZyZWUgRnJlbmNoIOKAlCB0aGUgb3JpZ2luYWwgMTkzOSBjdXN0b21lciBmb3IgdGhlIERCLTc7IGFmdGVyIDE5NDAgdGhlIEZyZWUgRnJlbmNoIEFybWVlIGRlIGzigJlhaXIgZmxldyBCb3N0b25zIGluIE5vcnRoIEFmcmljYSwgb3ZlciBJdGFseSBhbmQgaW4gdGhlIGxpYmVyYXRpb24gb2YgRnJhbmNlLicsCiAnQXVzdHJhbGlhJzonUm95YWwgQXVzdHJhbGlhbiBBaXIgRm9yY2Ug4oCUIG9wZXJhdGVkIEJvc3RvbnMgaW4gdGhlIFNvdXRoLVdlc3QgUGFjaWZpYy4gU3Vydml2b3JzIGFyZSBwcmVzZXJ2ZWQgYXQgUkFBRiBBbWJlcmxleSAoUXVlZW5zbGFuZCkgYW5kIHRoZSBSQUFGIE11c2V1bSwgUG9pbnQgQ29vayAoVmljdG9yaWEpLicsCiAnQ2FuYWRhJzonUm95YWwgQ2FuYWRpYW4gQWlyIEZvcmNlIOKAlCBmbGV3IEJvc3RvbnMgb24gbmlnaHQtaW50cnVkZXIgb3BlcmF0aW9ucyBvdmVyIG9jY3VwaWVkIEV1cm9wZSB3aXRoIHNxdWFkcm9ucyBzdWNoIGFzIE5vLiA0MTggKENpdHkgb2YgRWRtb250b24pLicsCiAnTmV0aGVybGFuZHMnOidOZXRoZXJsYW5kcyDigJQgTmV0aGVybGFuZHMgRWFzdCBJbmRpZXMgYW5kIGxhdGVyIER1dGNoIHVuaXRzIG9wZXJhdGVkIHRoZSB0eXBlIGluIHRoZSBQYWNpZmljIGFuZCBpbiBFdXJvcGUgYWxvbmdzaWRlIHRoZSBSQUYuJywKICdTb3V0aCBBZnJpY2EnOidTb3V0aCBBZnJpY2FuIEFpciBGb3JjZSDigJQgZmxldyBCb3N0b25zIGluIHRoZSBNZWRpdGVycmFuZWFuIGFuZCBJdGFsaWFuIGNhbXBhaWducy4nLAogJ0JyYXppbCc6J0JyYXppbCDigJQgcmVjZWl2ZWQgQS0yMHMgYWZ0ZXIgdGhlIHdhcjsgYW4gQS0yMEsgaXMgcHJlc2VydmVkIGF0IHRoZSBNdXNldSBBZXJvZXNwYWNpYWwsIENhbXBvIGRvcyBBZm9uc29zLCBSaW8gZGUgSmFuZWlyby4nCn07CnZhciBDT01CQVRfSU5GTz17CiAnUGFwdWEgTmV3IEd1aW5lYSc6J1RoZSAzcmQgYW5kIDMxMnRoIEJvbWIgR3JvdXBzIHBpb25lZXJlZCBsb3ctbGV2ZWwgImNvbW1lcmNlIGRlc3Ryb3llciIgc3RyYWZpbmcgYW5kIHNraXAtYm9tYmluZyBhdHRhY2tzIG92ZXIgTmV3IEd1aW5lYSBpbiAxOTQy4oCTNDQsIHRoZSBBLTIw4oCZcyBtb3N0IGZhbW91cyByb2xlLicsCiAnSW5kb25lc2lhJzonQS0yMHMgYW5kIEJvc3RvbnMgc3RydWNrIEphcGFuZXNlIGFpcmZpZWxkcyBhbmQgc2hpcHBpbmcgYWNyb3NzIHRoZSBOZXRoZXJsYW5kcyBFYXN0IEluZGllcyBkdXJpbmcgdGhlIFNvdXRoLVdlc3QgUGFjaWZpYyBjYW1wYWlnbi4nLAogJ1BoaWxpcHBpbmVzJzonRmlmdGggQWlyIEZvcmNlIEEtMjBzIHN1cHBvcnRlZCB0aGUgbGliZXJhdGlvbiBvZiB0aGUgUGhpbGlwcGluZXMgaW4gMTk0NOKAkzQ1IHdpdGggbG93LWxldmVsIHN0cmFmaW5nIGFuZCBib21iaW5nLicsCiAnRnJhbmNlJzonVVNBQUYsIFJBRiwgUkNBRiBhbmQgRnJlZSBGcmVuY2ggQm9zdG9ucyBhbmQgSGF2b2NzIGF0dGFja2VkIGNvYXN0YWwgZGVmZW5jZXMsIGFpcmZpZWxkcywgcmFpbCB0YXJnZXRzIGFuZCBWLXdlYXBvbiBzaXRlcyBiZWZvcmUgYW5kIGFmdGVyIEQtRGF5OyBuaWdodCBpbnRydWRlcnMgcm9hbWVkIG9jY3VwaWVkIEZyYW5jZSBmcm9tIDE5NDIuJywKICdCZWxnaXVtJzonTmludGggQWlyIEZvcmNlIEEtMjBzIGFuZCBSQUYgQm9zdG9ucyBib21iZWQgYWlyZmllbGRzIGFuZCBjb21tdW5pY2F0aW9ucyBhY3Jvc3Mgb2NjdXBpZWQgQmVsZ2l1bSBpbiB0aGUgMTk0M+KAkzQ0IHRhY3RpY2FsIGFpciB3YXIuJywKICdOZXRoZXJsYW5kcyc6J1JBRiBhbmQgVVNBQUYgQm9zdG9ucyBhbmQgSGF2b2NzIHN0cnVjayBhaXJmaWVsZHMsIHNoaXBwaW5nIGFuZCBwb3dlciBzdGF0aW9ucyBpbiB0aGUgb2NjdXBpZWQgTmV0aGVybGFuZHMuJywKICdHZXJtYW55JzonSW4gdGhlIGZpbmFsIHllYXIgb2YgdGhlIHdhciBBLTIwcyBjYXJyaWVkIHRoZSB0YWN0aWNhbCBib21iaW5nIGNhbXBhaWduIGludG8gd2VzdGVybiBHZXJtYW55LicsCiAnSXRhbHknOidUd2VsZnRoIEFpciBGb3JjZSwgUkFGLCBTQUFGIGFuZCBGcmVlIEZyZW5jaCBCb3N0b25zIGJvbWJlZCBicmlkZ2VzLCByYWlsIGxpbmtzIGFuZCBkZWZlbmNlcyB0aGUgbGVuZ3RoIG9mIHRoZSBJdGFsaWFuIGNhbXBhaWduLCAxOTQz4oCTNDUuJywKICdUdW5pc2lhJzonSGF2b2NzIGFuZCBCb3N0b25zIGpvaW5lZCB0aGUgTWVkaXRlcnJhbmVhbiBhaXIgd2FyIG92ZXIgVHVuaXNpYSBpbiAxOTQzIGFzIHRoZSBBeGlzIHdhcyBkcml2ZW4gZnJvbSBOb3J0aCBBZnJpY2EuJywKICdMaWJ5YSc6J0FsbGllZCBCb3N0b25zIG9wZXJhdGVkIG92ZXIgTGlieWEgYW5kIHRoZSBXZXN0ZXJuIERlc2VydCBkdXJpbmcgdGhlIE5vcnRoIEFmcmljYW4gY2FtcGFpZ24uJywKICdFZ3lwdCc6J1JBRiBhbmQgU0FBRiBCb3N0b24gc3F1YWRyb25zIGZsZXcgZnJvbSBFZ3lwdGlhbiBiYXNlcyBhY3Jvc3MgdGhlIFdlc3Rlcm4gRGVzZXJ0IGNhbXBhaWduIGFnYWluc3QgUm9tbWVs4oCZcyBmb3JjZXMuJywKICdSdXNzaWEnOidTb3ZpZXQgVlZTIEEtMjBzIGZvdWdodCB0aGUgbGVuZ3RoIG9mIHRoZSBFYXN0ZXJuIEZyb250IGZyb20gMTk0MiwgYXMgbGV2ZWwgYW5kIGxvdy1sZXZlbCBib21iZXJzLCBuaWdodCBpbnRydWRlcnMgYW5kIEJsYWNrIFNlYS9CYWx0aWMgdG9ycGVkbyBib21iZXJzIOKAlCB0aGUgbGFyZ2VzdCBjb25jZW50cmF0aW9uIG9mIEhhdm9jIGNvbWJhdCBhbnl3aGVyZS4nLAogJ1VrcmFpbmUnOidTb3ZpZXQgSGF2b2NzIHN1cHBvcnRlZCB0aGUgZ3JlYXQgRWFzdGVybiBGcm9udCBvZmZlbnNpdmVzIGFjcm9zcyBVa3JhaW5lLCBib21iaW5nIEdlcm1hbiBjb2x1bW5zLCByYWlsaGVhZHMgYW5kIGFpcmZpZWxkcy4nLAogJ0JlbGFydXMnOidTb3ZpZXQgQS0yMHMgdG9vayBwYXJ0IGluIE9wZXJhdGlvbiBCYWdyYXRpb24gYW5kIHRoZSBkcml2ZSB0aHJvdWdoIEJlbGFydXMgaW4gMTk0NC4nCn07CnZhciBOTT17NDonQWZnaGFuaXN0YW4nLDg6J0FsYmFuaWEnLDEyOidBbGdlcmlhJywyNDonQW5nb2xhJywzMjonQXJnZW50aW5hJywzNjonQXVzdHJhbGlhJyw0MDonQXVzdHJpYScsNTA6J0JhbmdsYWRlc2gnLDUxOidBcm1lbmlhJyw1NjonQmVsZ2l1bScsNjQ6J0JodXRhbicsNjg6J0JvbGl2aWEnLDcwOidCb3NuaWEgYW5kIEhlcnplZ292aW5hJyw3MjonQm90c3dhbmEnLDc2OidCcmF6aWwnLDk2OidCcnVuZWknLDEwMDonQnVsZ2FyaWEnLDEwNDonTXlhbm1hcicsMTA4OidCdXJ1bmRpJywxMTY6J0NhbWJvZGlhJywxMjA6J0NhbWVyb29uJywxMjQ6J0NhbmFkYScsMTQwOidDZW50cmFsIEFmcmljYW4gUmVwdWJsaWMnLDE0NDonU3JpIExhbmthJywxNDg6J0NoYWQnLDE1MjonQ2hpbGUnLDE1NjonQ2hpbmEnLDE3MDonQ29sb21iaWEnLDE3NDonQ29tb3JvcycsMTc4OidDb25nbycsMTgwOidEZW0uIFJlcC4gQ29uZ28nLDE4ODonQ29zdGEgUmljYScsMTkxOidDcm9hdGlhJywxOTI6J0N1YmEnLDE5NjonQ3lwcnVzJywyMDM6J0N6ZWNoIFJlcHVibGljJywyMDg6J0Rlbm1hcmsnLDIxNDonRG9taW5pY2FuIFJlcHVibGljJywyMTg6J0VjdWFkb3InLDgxODonRWd5cHQnLDIyMjonRWwgU2FsdmFkb3InLDIyNjonRXF1YXRvcmlhbCBHdWluZWEnLDIzMjonRXJpdHJlYScsMjMzOidFc3RvbmlhJywyMzE6J0V0aGlvcGlhJywyNDY6J0ZpbmxhbmQnLDI1MDonRnJhbmNlJywyNjY6J0dhYm9uJywyNzA6J0dhbWJpYScsMjY4OidHZW9yZ2lhJywyNzY6J0dlcm1hbnknLDI4ODonR2hhbmEnLDMwMDonR3JlZWNlJywzMjA6J0d1YXRlbWFsYScsMzI0OidHdWluZWEnLDMyODonR3V5YW5hJywzMzI6J0hhaXRpJywzNDA6J0hvbmR1cmFzJywzNDg6J0h1bmdhcnknLDM1MjonSWNlbGFuZCcsMzU2OidJbmRpYScsMzYwOidJbmRvbmVzaWEnLDM2NDonSXJhbicsMzY4OidJcmFxJywzNzI6J0lyZWxhbmQnLDM3NjonSXNyYWVsJywzODA6J0l0YWx5JywzODQ6J0l2b3J5IENvYXN0JywzODg6J0phbWFpY2EnLDM5MjonSmFwYW4nLDQwMDonSm9yZGFuJywzOTg6J0themFraHN0YW4nLDQwNDonS2VueWEnLDQwODonTm9ydGggS29yZWEnLDQxMDonU291dGggS29yZWEnLDQxNDonS3V3YWl0Jyw0MTc6J0t5cmd5enN0YW4nLDQxODonTGFvcycsNDIyOidMZWJhbm9uJyw0MjY6J0xlc290aG8nLDQzMDonTGliZXJpYScsNDM0OidMaWJ5YScsNDQwOidMaXRodWFuaWEnLDQ0MjonTHV4ZW1ib3VyZycsNDUwOidNYWRhZ2FzY2FyJyw0NTQ6J01hbGF3aScsNDU4OidNYWxheXNpYScsNDY2OidNYWxpJyw0Nzg6J01hdXJpdGFuaWEnLDQ4NDonTWV4aWNvJyw0OTY6J01vbmdvbGlhJyw0OTg6J01vbGRvdmEnLDQ5OTonTW9udGVuZWdybycsNTA0OidNb3JvY2NvJyw1MDg6J01vemFtYmlxdWUnLDUxNjonTmFtaWJpYScsNTI0OidOZXBhbCcsNTI4OidOZXRoZXJsYW5kcycsNTQwOidOZXcgQ2FsZWRvbmlhJyw1NTQ6J05ldyBaZWFsYW5kJyw1NTg6J05pY2FyYWd1YScsNTYyOidOaWdlcicsNTY2OidOaWdlcmlhJyw1Nzg6J05vcndheScsNTEyOidPbWFuJyw1ODY6J1Bha2lzdGFuJyw1OTE6J1BhbmFtYScsNTk4OidQYXB1YSBOZXcgR3VpbmVhJyw2MDA6J1BhcmFndWF5Jyw2MDQ6J1BlcnUnLDYwODonUGhpbGlwcGluZXMnLDYxNjonUG9sYW5kJyw2MjA6J1BvcnR1Z2FsJyw2MzA6J1B1ZXJ0byBSaWNvJyw2MzQ6J1FhdGFyJyw2NDI6J1JvbWFuaWEnLDY0MzonUnVzc2lhJyw2NDY6J1J3YW5kYScsNjgyOidTYXVkaSBBcmFiaWEnLDY4NjonU2VuZWdhbCcsNjg4OidTZXJiaWEnLDY5NDonU2llcnJhIExlb25lJyw3MDI6J1NpbmdhcG9yZScsNzAzOidTbG92YWtpYScsNzA1OidTbG92ZW5pYScsNzA2OidTb21hbGlhJyw3MTA6J1NvdXRoIEFmcmljYScsNzE2OidaaW1iYWJ3ZScsNzI0OidTcGFpbicsNzI4OidTb3V0aCBTdWRhbicsNzI5OidTdWRhbicsNzQwOidTdXJpbmFtZScsNzQ4OidTd2F6aWxhbmQnLDc1MjonU3dlZGVuJyw3NTY6J1N3aXR6ZXJsYW5kJyw3NjA6J1N5cmlhJyw3NjI6J1RhamlraXN0YW4nLDc2NDonVGhhaWxhbmQnLDc2ODonVG9nbycsNzgwOidUcmluaWRhZCBhbmQgVG9iYWdvJyw3ODg6J1R1bmlzaWEnLDc5MjonVHVya2V5Jyw3OTU6J1R1cmttZW5pc3RhbicsODAwOidVZ2FuZGEnLDgwNDonVWtyYWluZScsNzg0OidVbml0ZWQgQXJhYiBFbWlyYXRlcycsODI2OidVbml0ZWQgS2luZ2RvbScsODM0OidUYW56YW5pYScsODQwOidVbml0ZWQgU3RhdGVzIG9mIEFtZXJpY2EnLDg1ODonVXJ1Z3VheScsODYwOidVemJla2lzdGFuJyw4NjI6J1ZlbmV6dWVsYScsNzA0OidWaWV0bmFtJyw4ODc6J1llbWVuJyw4OTQ6J1phbWJpYScsMzE6J0F6ZXJiYWlqYW4nLDExMjonQmVsYXJ1cycsMjc1OidQYWxlc3RpbmUnLDMwNDonR3JlZW5sYW5kJywxMDonQW50YXJjdGljYScsMTU4OidUYWl3YW4nLDY1MjonV2VzdGVybiBTYWhhcmEnfTsKZnVuY3Rpb24gZ2Mobil7aWYoYWN0aXZlLnByaW1hcnkmJkNBVC5wcmltYXJ5LnMuaGFzKG4pKXJldHVybidwcmltYXJ5JztpZihhY3RpdmUuY29tYmF0JiZDQVQuY29tYmF0LnMuaGFzKG4pKXJldHVybidjb21iYXQnO2lmKGFjdGl2ZS5hbGxpZWQmJkNBVC5hbGxpZWQucy5oYXMobikpcmV0dXJuJ2FsbGllZCc7aWYoYWN0aXZlLnN1cnZpdm9yJiZDQVQuc3Vydml2b3Iucy5oYXMobikpcmV0dXJuJ3N1cnZpdm9yJztyZXR1cm4gbnVsbDt9CmZ1bmN0aW9uIGFjKG4pe3ZhciByPVtdO2lmKENBVC5wcmltYXJ5LnMuaGFzKG4pKXIucHVzaCgnUHJpbWFyeSBPcGVyYXRvciAoVVNBQUYpJyk7aWYoQ0FULmNvbWJhdC5zLmhhcyhuKSlyLnB1c2goJ0NvbWJhdCBUaGVhdHJlJyk7aWYoQ0FULmFsbGllZC5zLmhhcyhuKSlyLnB1c2goJ0FsbGllZCAvIExlbmQtTGVhc2UgT3BlcmF0b3InKTtpZihDQVQuc3Vydml2b3Iucy5oYXMobikpci5wdXNoKCdTdXJ2aXZpbmcgQWlyZnJhbWUgb24gRGlzcGxheScpO3JldHVybiByO30KZnVuY3Rpb24gYnVpbGRUb29sdGlwKG4pe3ZhciBjYXRzPWFjKG4pO2lmKCFjYXRzLmxlbmd0aClyZXR1cm4gbnVsbDt2YXIgaD0nPHNwYW4gY2xhc3M9InR0LW5hbWUiPicrbisnPC9zcGFuPic7aCs9JzxzcGFuIGNsYXNzPSJ0dC1jYXQiPicrY2F0cy5qb2luKCcgwrcgJykrJzwvc3Bhbj4nO2lmKEZMRUVUX0lORk9bbl0pe2grPSc8c3BhbiBjbGFzcz0idHQtZmxlZXQiPicrRkxFRVRfSU5GT1tuXSsnPC9zcGFuPic7fWlmKENPTUJBVF9JTkZPW25dKXtoKz0nPHNwYW4gY2xhc3M9InR0LWRlc2MiPicrQ09NQkFUX0lORk9bbl0rJzwvc3Bhbj4nO31yZXR1cm4gaDt9CmZ1bmN0aW9uIHVwZGF0ZUxhYmVscygpe3ZhciBpc01vYmlsZT13aW5kb3cuaW5uZXJXaWR0aDw9NjAwO2RvY3VtZW50LnF1ZXJ5U2VsZWN0b3JBbGwoJy5hMjAtdG9nZ2xlJykuZm9yRWFjaChmdW5jdGlvbihiKXt2YXIgbGFiZWw9Yi5xdWVyeVNlbGVjdG9yKCcuYTIwLWxhYmVsJyk7aWYobGFiZWwpe2xhYmVsLnRleHRDb250ZW50PWlzTW9iaWxlP2IuZ2V0QXR0cmlidXRlKCdkYXRhLXNob3J0Jyk6Yi5nZXRBdHRyaWJ1dGUoJ2RhdGEtZnVsbCcpO319KTt9CnVwZGF0ZUxhYmVscygpO3dpbmRvdy5hZGRFdmVudExpc3RlbmVyKCdyZXNpemUnLHVwZGF0ZUxhYmVscyk7CmRvY3VtZW50LnF1ZXJ5U2VsZWN0b3JBbGwoJy5hMjAtdG9nZ2xlJykuZm9yRWFjaChmdW5jdGlvbihiKXtiLmFkZEV2ZW50TGlzdGVuZXIoJ2NsaWNrJyxmdW5jdGlvbigpe3ZhciBjPXRoaXMuZ2V0QXR0cmlidXRlKCdkYXRhLWNhdCcpO2FjdGl2ZVtjXT1hY3RpdmVbY10\/MDoxO3RoaXMuY2xhc3NMaXN0LnRvZ2dsZSgnYWN0aXZlJywhIWFjdGl2ZVtjXSk7dXBkKCk7fSk7fSk7CmZ1bmN0aW9uIHVwZCgpe2QzLnNlbGVjdEFsbCgnI2EyMC1tYXAtd2lkZ2V0IC5jb3VudHJ5JykuZWFjaChmdW5jdGlvbigpe3ZhciBlbD1kMy5zZWxlY3QodGhpcyksbj1lbC5hdHRyKCdkYXRhLW5hbWUnKSxjPWdjKG4pO2VsLmF0dHIoJ2NsYXNzJywnY291bnRyeScrKGM\/JyBjYXQtJytjOicnKSk7fSk7dmFyIHZpcz1uZXcgU2V0KCk7T2JqZWN0LmtleXMoYWN0aXZlKS5mb3JFYWNoKGZ1bmN0aW9uKGspe2lmKGFjdGl2ZVtrXSlDQVRba10uYy5mb3JFYWNoKGZ1bmN0aW9uKGMpe3Zpcy5hZGQoYyl9KX0pO2RvY3VtZW50LmdldEVsZW1lbnRCeUlkKCdhMjAtY291bnQnKS5pbm5lckhUTUw9JzxzcGFuIHN0eWxlPSJmb250LXdlaWdodDo3MDA7Y29sb3I6IzVDOTFGRiI+Jyt2aXMuc2l6ZSsnPC9zcGFuPiBjb3VudHJpZXMgc2hvd24gYWNyb3NzIGFjdGl2ZSBjYXRlZ29yaWVzJzt9CnZhciBXPTEwODAsSD01MDA7CnZhciBzdmc9ZDMuc2VsZWN0KCcjYTIwLW1hcC1zdmcnKS5hdHRyKCd2aWV3Qm94JywnMCAwICcrVysnICcrSCkuYXR0cigncHJlc2VydmVBc3BlY3RSYXRpbycsJ3hNaWRZTWlkIG1lZXQnKTsKdmFyIGRlZnM9c3ZnLmFwcGVuZCgnZGVmcycpOwp2YXIgcGF0PWRlZnMuYXBwZW5kKCdwYXR0ZXJuJykuYXR0cignaWQnLCdjYW1vLXBhdHRlcm4nKS5hdHRyKCdwYXR0ZXJuVW5pdHMnLCd1c2VyU3BhY2VPblVzZScpLmF0dHIoJ3dpZHRoJywyMCkuYXR0cignaGVpZ2h0JywyMCk7CnBhdC5hcHBlbmQoJ3JlY3QnKS5hdHRyKCd3aWR0aCcsMjApLmF0dHIoJ2hlaWdodCcsMjApLmF0dHIoJ2ZpbGwnLCcjNkI4RTIzJyk7CnBhdC5hcHBlbmQoJ2NpcmNsZScpLmF0dHIoJ2N4JywzKS5hdHRyKCdjeScsMykuYXR0cigncicsNSkuYXR0cignZmlsbCcsJyM1NTZCMkYnKTsKcGF0LmFwcGVuZCgnY2lyY2xlJykuYXR0cignY3gnLDEzKS5hdHRyKCdjeScsOCkuYXR0cigncicsNCkuYXR0cignZmlsbCcsJyM0QTY3NDEnKTsKcGF0LmFwcGVuZCgnY2lyY2xlJykuYXR0cignY3gnLDgpLmF0dHIoJ2N5JywxNikuYXR0cigncicsNikuYXR0cignZmlsbCcsJyMzRTU2MzEnKTsKcGF0LmFwcGVuZCgnY2lyY2xlJykuYXR0cignY3gnLDE4KS5hdHRyKCdjeScsMTUpLmF0dHIoJ3InLDMpLmF0dHIoJ2ZpbGwnLCcjOEI5RDc3Jyk7CnBhdC5hcHBlbmQoJ2NpcmNsZScpLmF0dHIoJ2N4JywxKS5hdHRyKCdjeScsMTIpLmF0dHIoJ3InLDMpLmF0dHIoJ2ZpbGwnLCcjMkY0MDI0Jyk7CnZhciBwcm9qPWQzLmdlb1JvYmluc29uKCkuc2NhbGUoMTcwKS50cmFuc2xhdGUoW1cvMixILzIrMTBdKTsKdmFyIHBhdGhHPWQzLmdlb1BhdGgoKS5wcm9qZWN0aW9uKHByb2opOwpzdmcuYXBwZW5kKCdyZWN0JykuYXR0cignd2lkdGgnLFcpLmF0dHIoJ2hlaWdodCcsSCkuYXR0cignZmlsbCcsJyNmZmYnKTsKc3ZnLmFwcGVuZCgncGF0aCcpLmRhdHVtKHt0eXBlOidTcGhlcmUnfSkuYXR0cignZmlsbCcsJ25vbmUnKS5hdHRyKCdzdHJva2UnLCcjRDBEOEU0JykuYXR0cignc3Ryb2tlLXdpZHRoJywuNSkuYXR0cignZCcscGF0aEcpOwpzdmcuYXBwZW5kKCdwYXRoJykuZGF0dW0oZDMuZ2VvR3JhdGljdWxlKCkoKSkuYXR0cignZmlsbCcsJ25vbmUnKS5hdHRyKCdzdHJva2UnLCcjRTBFNUVEJykuYXR0cignc3Ryb2tlLXdpZHRoJywuMykuYXR0cignZCcscGF0aEcpOwp2YXIgdHQ9ZG9jdW1lbnQuZ2V0RWxlbWVudEJ5SWQoJ2EyMC10b29sdGlwJyk7dmFyIHR0VGltZXI9bnVsbDt2YXIgb25Db3VudHJ5PWZhbHNlLG9uVG9vbHRpcD1mYWxzZTt2YXIgaXNUb3VjaERldmljZT1mYWxzZTt2YXIgc2VsZWN0ZWRDb3VudHJ5PW51bGw7CndpbmRvdy5hZGRFdmVudExpc3RlbmVyKCd0b3VjaHN0YXJ0JyxmdW5jdGlvbigpe2lzVG91Y2hEZXZpY2U9dHJ1ZX0se29uY2U6dHJ1ZX0pOwpmdW5jdGlvbiBzaG93VFQoaHRtbCx4LHkpe2NsZWFyVGltZW91dCh0dFRpbWVyKTt0dC5pbm5lckhUTUw9aHRtbDt0dC5zdHlsZS5vcGFjaXR5PTE7cG9zVFQoeCx5KTt9CmZ1bmN0aW9uIHBvc1RUKHgseSl7dmFyIHR3PXR0Lm9mZnNldFdpZHRoLHRoPXR0Lm9mZnNldEhlaWdodDt2YXIgdnc9d2luZG93LmlubmVyV2lkdGgsdmg9d2luZG93LmlubmVySGVpZ2h0O2lmKGlzVG91Y2hEZXZpY2Upe3ZhciBsZWZ0PU1hdGgubWF4KDgsTWF0aC5taW4oeC10dy8yLHZ3LXR3LTgpKTt2YXIgdG9wPXktdGgtMTY7aWYodG9wPDgpe3RvcD15KzI0fWlmKHRvcCt0aD52aC04KXt0b3A9dmgtdGgtOH10dC5zdHlsZS5sZWZ0PWxlZnQrJ3B4Jzt0dC5zdHlsZS50b3A9dG9wKydweCc7fWVsc2V7dmFyIG54PXgrMTQsbnk9eS0xMDtpZihueCt0dz52dy0xMClueD14LXR3LTE0O2lmKG55K3RoPnZoLTEwKW55PXktdGgtMTA7aWYobnk8MTApbnk9MTA7dHQuc3R5bGUubGVmdD1ueCsncHgnO3R0LnN0eWxlLnRvcD1ueSsncHgnO319CmZ1bmN0aW9uIGhpZGVUVCgpe3R0VGltZXI9c2V0VGltZW91dChmdW5jdGlvbigpe2lmKCFvbkNvdW50cnkmJiFvblRvb2x0aXApdHQuc3R5bGUub3BhY2l0eT0wO3NlbGVjdGVkQ291bnRyeT1udWxsO30sMjAwKTt9CnR0LmFkZEV2ZW50TGlzdGVuZXIoJ21vdXNlZW50ZXInLGZ1bmN0aW9uKCl7b25Ub29sdGlwPXRydWU7Y2xlYXJUaW1lb3V0KHR0VGltZXIpO30pOwp0dC5hZGRFdmVudExpc3RlbmVyKCdtb3VzZWxlYXZlJyxmdW5jdGlvbigpe29uVG9vbHRpcD1mYWxzZTtoaWRlVFQoKTt9KTsKZG9jdW1lbnQuYWRkRXZlbnRMaXN0ZW5lcigndG91Y2hzdGFydCcsZnVuY3Rpb24oZSl7aWYoaXNUb3VjaERldmljZSYmdHQuc3R5bGUub3BhY2l0eT09PScxJyl7dmFyIHRhcmdldD1lLnRhcmdldDtpZighdHQuY29udGFpbnModGFyZ2V0KSYmKCF0YXJnZXQuY2xhc3NMaXN0fHwhdGFyZ2V0LmNsYXNzTGlzdC5jb250YWlucygnY291bnRyeScpKSl7dHQuc3R5bGUub3BhY2l0eT0wO3NlbGVjdGVkQ291bnRyeT1udWxsO319fSk7CmQzLmpzb24oJ2h0dHBzOi8vY2RuLmpzZGVsaXZyLm5ldC9ucG0vd29ybGQtYXRsYXNAMi9jb3VudHJpZXMtMTEwbS5qc29uJykudGhlbihmdW5jdGlvbih3b3JsZCl7dmFyIGNvdW50cmllcz10b3BvanNvbi5mZWF0dXJlKHdvcmxkLHdvcmxkLm9iamVjdHMuY291bnRyaWVzKTtzdmcuc2VsZWN0QWxsKCcuY291bnRyeScpLmRhdGEoY291bnRyaWVzLmZlYXR1cmVzKS5lbnRlcigpLmFwcGVuZCgncGF0aCcpLmF0dHIoJ2QnLHBhdGhHKS5hdHRyKCdkYXRhLW5hbWUnLGZ1bmN0aW9uKGQpe3JldHVybiBOTVsrZC5pZF18fCcnfSkuYXR0cignY2xhc3MnLGZ1bmN0aW9uKGQpe3ZhciBuPU5NWytkLmlkXXx8JycsYz1nYyhuKTtyZXR1cm4nY291bnRyeScrKGM\/JyBjYXQtJytjOicnKX0pLm9uKCdtb3VzZW92ZXInLGZ1bmN0aW9uKGUsZCl7aWYoaXNUb3VjaERldmljZSlyZXR1cm47b25Db3VudHJ5PXRydWU7dmFyIG49Tk1bK2QuaWRdfHwnJyxodG1sPWJ1aWxkVG9vbHRpcChuKTtpZihodG1sKXNob3dUVChodG1sLGUuY2xpZW50WCxlLmNsaWVudFkpO30pLm9uKCdtb3VzZW1vdmUnLGZ1bmN0aW9uKGUpe2lmKGlzVG91Y2hEZXZpY2UpcmV0dXJuO3Bvc1RUKGUuY2xpZW50WCxlLmNsaWVudFkpO30pLm9uKCdtb3VzZW91dCcsZnVuY3Rpb24oKXtpZihpc1RvdWNoRGV2aWNlKXJldHVybjtvbkNvdW50cnk9ZmFsc2U7aGlkZVRUKCk7fSkub24oJ3RvdWNoc3RhcnQnLGZ1bmN0aW9uKGUsZCl7ZS5wcmV2ZW50RGVmYXVsdCgpO3ZhciBuPU5NWytkLmlkXXx8Jyc7aWYoc2VsZWN0ZWRDb3VudHJ5PT09bil7dHQuc3R5bGUub3BhY2l0eT0wO3NlbGVjdGVkQ291bnRyeT1udWxsO3JldHVybjt9dmFyIGh0bWw9YnVpbGRUb29sdGlwKG4pO2lmKGh0bWwpe3ZhciB0b3VjaD1lLnRvdWNoZXNbMF18fGUuY2hhbmdlZFRvdWNoZXNbMF07c2VsZWN0ZWRDb3VudHJ5PW47c2hvd1RUKGh0bWwsdG91Y2guY2xpZW50WCx0b3VjaC5jbGllbnRZKTt9ZWxzZXt0dC5zdHlsZS5vcGFjaXR5PTA7c2VsZWN0ZWRDb3VudHJ5PW51bGw7fX0pO3N2Zy5hcHBlbmQoJ3BhdGgnKS5kYXR1bSh0b3BvanNvbi5tZXNoKHdvcmxkLHdvcmxkLm9iamVjdHMuY291bnRyaWVzLGZ1bmN0aW9uKGEsYil7cmV0dXJuIGEhPT1ifSkpLmF0dHIoJ2ZpbGwnLCdub25lJykuYXR0cignc3Ryb2tlJywnI0M4RDBEQScpLmF0dHIoJ3N0cm9rZS13aWR0aCcsLjQpLmF0dHIoJ2QnLHBhdGhHKS5zdHlsZSgncG9pbnRlci1ldmVudHMnLCdub25lJyk7dXBkKCk7fSk7Cn0pKCk7\"><\/div>\n<p><script>(function(){var el=document.getElementById(\"a20-data\");var js=decodeURIComponent(escape(atob(el.getAttribute(\"data-js\"))));var sc=document.createElement(\"script\");sc.text=js;document.body.appendChild(sc);})();<\/script><\/div>\n<\/div>\n<div class=\"sec\">\n<div class=\"wrap\">\n<p class=\"kicker\">Combat theatres<\/p>\n<h2>Where the Douglas A-20 Havoc went to war<\/h2>\n<div class=\"story\">\n<p>Few aircraft fought across so many fronts in so many uniforms. The A-20&rsquo;s war divides roughly into four theatres, each with its own character: the low-level Pacific, the Mediterranean and Italy, North-West Europe, and &mdash; largest of all &mdash; the Eastern Front.<\/p>\n<p>In the South-West Pacific from 1942, American A-20s became the archetypal low-level strike aircraft. Gun-nosed strafers of the 3rd and 312th Bomb Groups swept Japanese airfields, barges and shipping at masthead height, dropping parachute-retarded fragmentation bombs and firing batteries of forward .50-calibre guns. It was dangerous, spectacular work, and it defined the aircraft&rsquo;s reputation.<\/p>\n<p>Over the Mediterranean and Italy, RAF, South African and Free French Boston squadrons flew a more conventional tactical-bombing war &mdash; hitting bridges, airfields, ports and troop concentrations from the Western Desert up the length of the Italian peninsula. In North-West Europe, Ninth Air Force A-20s and RAF Bostons and Havocs attacked communications and defences before and after D-Day, while Havoc and Boston intruders roamed occupied France and the Low Countries by night.<\/p>\n<p>But the largest share of Havoc combat happened in the east. Soviet VVS A-20s fought from 1942 to 1945 across the whole Eastern Front, from the Baltic to the Black Sea, as level bombers, night intruders and naval torpedo aircraft. More Havocs served there than in any Western air force &mdash; the single most important, and least remembered, chapter of the aircraft&rsquo;s combat story.<\/p>\n<\/div>\n<div class=\"gd\">\n<details>\n<summary><span class=\"num\">07<\/span><span class=\"gt\">The Douglas A-20 in the Pacific: low-level strafing and skip-bombing<\/span><span class=\"pm\">+<\/span><\/summary>\n<div class=\"gd-body\">\n<p>The Pacific is where the A-20 became a legend. The theatre&rsquo;s vast distances and dispersed Japanese targets rewarded fast, low-flying aircraft that could strike hard without warning. American engineers &mdash; most famously Paul &ldquo;Pappy&rdquo; Gunn &mdash; field-modified A-20s with solid noses packed with forward-firing .50-calibre machine guns, turning a light bomber into a devastating strafer.<\/p>\n<p>Attacking at masthead height, A-20s of the 3rd and 312th Bomb Groups strafed airfields and shipping and dropped parachute-retarded &ldquo;parafrag&rdquo; bombs that let the aircraft escape the blast. The technique was brutally effective against parked aircraft and merchant vessels, and it made the low-level A-20 one of the most feared Allied aircraft in the South-West Pacific.<\/p>\n<p>It was also costly: at treetop height there was no margin for error and heavy anti-aircraft fire took a steady toll. But the results &mdash; airfields wrecked, convoys shattered &mdash; confirmed the A-20 as a superb tactical strike aircraft when flown low and fast.<\/p>\n<\/div>\n<\/details>\n<details>\n<summary><span class=\"num\">08<\/span><span class=\"gt\">The Douglas A-20 on the Eastern Front: the Soviet Union&rsquo;s American bomber<\/span><span class=\"pm\">+<\/span><\/summary>\n<div class=\"gd-body\">\n<p>The largest concentration of A-20 combat anywhere was on the Eastern Front. From 1942, Lend-Lease Havocs reached the Soviet Union in large numbers, and the VVS committed them across every major operation from Stalingrad to Berlin.<\/p>\n<p>Soviet crews used the Havoc with great flexibility: as a conventional day bomber, as a night intruder against German airfields and columns, and &mdash; in a role Western air forces rarely used it for &mdash; as a torpedo bomber and mine-layer with the Baltic and Black Sea fleet air arms. Soviet armourers frequently re-worked the aircraft&rsquo;s guns and equipment to local standards.<\/p>\n<p>That the biggest user of an American attack bomber was the Soviet Union is one of the quiet truths of the air war. It reflects both the scale of Lend-Lease and the genuine quality of the aircraft: the VVS could have rejected it, and instead flew it in their thousands.<\/p>\n<\/div>\n<\/details>\n<details>\n<summary><span class=\"num\">09<\/span><span class=\"gt\">The Douglas A-20 over Europe and the Mediterranean: Bostons and Havocs at war<\/span><span class=\"pm\">+<\/span><\/summary>\n<div class=\"gd-body\">\n<p>In the west the aircraft fought under British, Commonwealth, French and American colours. RAF Bostons began cross-Channel daylight raids as early as 1941, and by 1943&ndash;44 Ninth Air Force A-20s were a major part of the tactical bombing force preparing the ground for the invasion of Europe.<\/p>\n<p>In the Mediterranean, RAF, South African and Free French Boston squadrons attacked shipping, bridges and airfields from the Western Desert to Italy. On D-Day itself, Bostons and Havocs bombed coastal batteries and laid smoke screens to shield the landing beaches, while intruder Havocs harassed German movement inland by night.<\/p>\n<p>It was unglamorous, relentless tactical work &mdash; the daily grind of interdiction and close support that wins campaigns without making headlines. The A-20 was very good at it.<\/p>\n<\/div>\n<\/details>\n<\/div>\n<\/div>\n<\/div>\n<div class=\"sec\">\n<div class=\"wrap\">\n<p class=\"kicker\">The Havoc in numbers<\/p>\n<h2>The Douglas A-20 Havoc&rsquo;s war record at a glance<\/h2>\n<div class=\"combat\">\n<div class=\"cstat\"><b>~7,478<\/b><span>Built 1939&ndash;1944 (Douglas 7,098; Boeing 380)<\/span><\/div>\n<div class=\"cstat\"><b>~3,414<\/b><span>Delivered to the USSR &mdash; the largest single operator<\/span><\/div>\n<div class=\"cstat\"><b>2,850<\/b><span>A-20Gs built &mdash; the most-produced single version<\/span><\/div>\n<div class=\"cstat\"><b>4<\/b><span>Major theatres: Pacific, Mediterranean, NW Europe, Eastern Front<\/span><\/div>\n<\/div>\n<\/div>\n<\/div>\n<div class=\"sec\" id=\"faq\">\n<div class=\"wrap\">\n<p class=\"kicker\">Questions &amp; answers<\/p>\n<h2>Douglas A-20 Havoc: your questions answered<\/h2>\n<div class=\"faq\">\n<details class=\"qa\" open>\n<summary>Can I fly in a Douglas A-20 Havoc?<\/summary>\n<div class=\"a\">\n<p>No. There is no airworthy Douglas A-20 Havoc anywhere in the world today, so there is no way to book a flight in one. Until recently a single privately owned A-20G in the United States still flew at air shows, but it suffered an engine failure and crash-landed in February 2025; the pilot survived, but no Havoc is currently in flying condition. The A-20 now survives only as museum aircraft and restoration projects.<\/p>\n<p>If you want to fly in a genuine military aircraft, MiGFlug arranges flights in real fighter jets and warbirds &mdash; from the L-39 Albatros to a MiG-29 at the edge of space. See <a href=\"https:\/\/migflug.com\/flights-prices\/\">migflug.com\/flights-prices<\/a>. MiGFlug does not offer A-20 flights.<\/p>\n<\/div>\n<\/details>\n<details class=\"qa\">\n<summary>Why does the A-20 have so many names &mdash; Havoc, Boston and DB-7?<\/summary>\n<div class=\"a\">\n<p>They are the same basic aircraft under different designations. <b>DB-7<\/b> (Douglas Bomber 7) was the manufacturer&rsquo;s export name, first used by France and Britain. <b>A-20<\/b> was the U.S. Army designation, and the Americans called every version the <b>Havoc<\/b>. The British split the name by role: day bombers were the <b>Boston<\/b>, while night fighters and intruders were the <b>Havoc<\/b>. The Royal Australian Air Force called all of its aircraft Bostons.<\/p>\n<\/div>\n<\/details>\n<details class=\"qa\">\n<summary>Which country operated the most A-20 Havocs?<\/summary>\n<div class=\"a\">\n<p>The Soviet Union. Under Lend-Lease about 3,414 A-20s were delivered to the USSR and roughly 2,771 served with Soviet units &mdash; more than a third of all Havocs built and more than either the United States Army Air Forces or the RAF. Soviet crews flew them as bombers, night intruders and torpedo aircraft on the Eastern Front.<\/p>\n<\/div>\n<\/details>\n<details class=\"qa\">\n<summary>What engines did the A-20 Havoc use?<\/summary>\n<div class=\"a\">\n<p>Most production A-20s, including the definitive A-20G, used two Wright R-2600 Twin Cyclone fourteen-cylinder radial engines of about 1,600 hp each. The earliest aircraft &mdash; the French DB-7 and RAF Havoc I &mdash; used the smaller Pratt &amp; Whitney R-1830 Twin Wasp. The A-20 did not use the Pratt &amp; Whitney R-2800 Double Wasp, which powered the Martin B-26 Marauder and is a frequent source of confusion.<\/p>\n<\/div>\n<\/details>\n<details class=\"qa\">\n<summary>How fast was the A-20 Havoc and how far could it fly?<\/summary>\n<div class=\"a\">\n<p>The late-war A-20G had a top speed of about 317 mph (510 km\/h), and up to roughly 325 mph (523 km\/h) at altitude, with a cruising speed near 230 mph (370 km\/h). Range was about 945 to 1,025 miles (1,520&ndash;1,650 km) depending on load, and the service ceiling was around 23,700 to 25,000 ft. It was fast and agile for a light bomber, and unusually easy to fly.<\/p>\n<\/div>\n<\/details>\n<details class=\"qa\">\n<summary>What was the Turbinlite Havoc?<\/summary>\n<div class=\"a\">\n<p>The Turbinlite was an experimental RAF night-fighting system: a Havoc fitted with a 2.7-million-candlepower searchlight in the nose (in place of guns) and airborne radar. It was meant to find and illuminate enemy bombers at night so an accompanying Hawker Hurricane could shoot them down. In practice the arrangement rarely worked, and the Turbinlite squadrons &mdash; 31 aircraft were converted &mdash; were disbanded in early 1943. It is remembered as an honest but largely unsuccessful experiment.<\/p>\n<\/div>\n<\/details>\n<details class=\"qa\">\n<summary>How many A-20 Havocs were built?<\/summary>\n<div class=\"a\">\n<p>About 7,478 in total &mdash; roughly 7,098 by Douglas and 380 by Boeing &mdash; between 1939 and 1944. Some references give a slightly lower figure of around 7,385. Production ended when the faster Douglas A-26 Invader took over.<\/p>\n<\/div>\n<\/details>\n<details class=\"qa\">\n<summary>Is the A-20 Havoc the same as the A-26 Invader?<\/summary>\n<div class=\"a\">\n<p>No, though they are related and often confused. The A-20 Havoc is the wartime light attack bomber on this page. The Douglas A-26 Invader is a later, faster and heavier attack bomber that entered service in 1944 and ended A-20 production. To add to the confusion, the A-26 was itself redesignated B-26 in 1948 &mdash; but neither is the same as the WWII Martin B-26 Marauder.<\/p>\n<\/div>\n<\/details>\n<details class=\"qa\">\n<summary>How many A-20 Havocs survive, and where can I see one?<\/summary>\n<div class=\"a\">\n<p>Only a small number survive worldwide, all as static exhibits or restoration projects. Examples on public display include &ldquo;Little Joe&rdquo; at the National Museum of the U.S. Air Force in Dayton, Ohio; an A-20G at the Pima Air &amp; Space Museum in Arizona; aircraft at RAAF Amberley and the RAAF Museum, Point Cook, in Australia; an A-20K at the Museu Aeroespacial in Rio de Janeiro; and an A-20G at the Central Air Force Museum at Monino, near Moscow. None are currently airworthy.<\/p>\n<\/div>\n<\/details>\n<details class=\"qa\">\n<summary>What roles did the A-20 Havoc perform?<\/summary>\n<div class=\"a\">\n<p>It was remarkably versatile. Its main jobs were low-level strafing and bombing (most famously in the Pacific), conventional light and medium tactical bombing, night intrusion over occupied territory, and radar night fighting (the RAF Havoc and the USAAF P-70). It also served as a smoke-layer, a reconnaissance aircraft and, with Soviet naval units, as a torpedo bomber.<\/p>\n<\/div>\n<\/details>\n<\/div>\n<\/div>\n<\/div>\n<p><script type=\"application\/ld+json\">{\"@context\": \"https:\/\/schema.org\", \"@type\": \"FAQPage\", \"mainEntity\": [{\"@type\": \"Question\", \"name\": \"Can I fly in a Douglas A-20 Havoc?\", \"acceptedAnswer\": {\"@type\": \"Answer\", \"text\": \"No. There is no airworthy Douglas A-20 Havoc anywhere in the world today, so there is no way to book a flight in one. Until recently a single privately owned A-20G in the United States still flew at air shows, but it suffered an engine failure and crash-landed in February 2025; the pilot survived, but no Havoc is currently in flying condition. The A-20 now survives only as museum aircraft and restoration projects. If you want to fly in a genuine military aircraft, MiGFlug arranges flights in real fighter jets and warbirds \u2014 from the L-39 Albatros to a MiG-29 at the edge of space. See migflug.com\/flights-prices. MiGFlug does not offer A-20 flights.\"}}, {\"@type\": \"Question\", \"name\": \"Why does the A-20 have so many names \u2014 Havoc, Boston and DB-7?\", \"acceptedAnswer\": {\"@type\": \"Answer\", \"text\": \"They are the same basic aircraft under different designations. DB-7 (Douglas Bomber 7) was the manufacturer's export name, first used by France and Britain. A-20 was the U.S. Army designation, and the Americans called every version the Havoc. The British split the name by role: day bombers were the Boston, while night fighters and intruders were the Havoc. The Royal Australian Air Force called all of its aircraft Bostons.\"}}, {\"@type\": \"Question\", \"name\": \"Which country operated the most A-20 Havocs?\", \"acceptedAnswer\": {\"@type\": \"Answer\", \"text\": \"The Soviet Union. Under Lend-Lease about 3,414 A-20s were delivered to the USSR and roughly 2,771 served with Soviet units \u2014 more than a third of all Havocs built and more than either the United States Army Air Forces or the RAF. Soviet crews flew them as bombers, night intruders and torpedo aircraft on the Eastern Front.\"}}, {\"@type\": \"Question\", \"name\": \"What engines did the A-20 Havoc use?\", \"acceptedAnswer\": {\"@type\": \"Answer\", \"text\": \"Most production A-20s, including the definitive A-20G, used two Wright R-2600 Twin Cyclone fourteen-cylinder radial engines of about 1,600 hp each. The earliest aircraft \u2014 the French DB-7 and RAF Havoc I \u2014 used the smaller Pratt and Whitney R-1830 Twin Wasp. The A-20 did not use the Pratt and Whitney R-2800 Double Wasp, which powered the Martin B-26 Marauder and is a frequent source of confusion.\"}}, {\"@type\": \"Question\", \"name\": \"How fast was the A-20 Havoc and how far could it fly?\", \"acceptedAnswer\": {\"@type\": \"Answer\", \"text\": \"The late-war A-20G had a top speed of about 317 mph (510 km\/h), and up to roughly 325 mph (523 km\/h) at altitude, with a cruising speed near 230 mph (370 km\/h). Range was about 945 to 1,025 miles (1,520-1,650 km) depending on load, and the service ceiling was around 23,700 to 25,000 ft. It was fast and agile for a light bomber, and unusually easy to fly.\"}}, {\"@type\": \"Question\", \"name\": \"What was the Turbinlite Havoc?\", \"acceptedAnswer\": {\"@type\": \"Answer\", \"text\": \"The Turbinlite was an experimental RAF night-fighting system: a Havoc fitted with a 2.7-million-candlepower searchlight in the nose (in place of guns) and airborne radar. It was meant to find and illuminate enemy bombers at night so an accompanying Hawker Hurricane could shoot them down. In practice the arrangement rarely worked, and the Turbinlite squadrons \u2014 31 aircraft were converted \u2014 were disbanded in early 1943. It is remembered as an honest but largely unsuccessful experiment.\"}}, {\"@type\": \"Question\", \"name\": \"How many A-20 Havocs were built?\", \"acceptedAnswer\": {\"@type\": \"Answer\", \"text\": \"About 7,478 in total \u2014 roughly 7,098 by Douglas and 380 by Boeing \u2014 between 1939 and 1944. Some references give a slightly lower figure of around 7,385. Production ended when the faster Douglas A-26 Invader took over.\"}}, {\"@type\": \"Question\", \"name\": \"Is the A-20 Havoc the same as the A-26 Invader?\", \"acceptedAnswer\": {\"@type\": \"Answer\", \"text\": \"No, though they are related and often confused. The A-20 Havoc is the wartime light attack bomber on this page. The Douglas A-26 Invader is a later, faster and heavier attack bomber that entered service in 1944 and ended A-20 production. To add to the confusion, the A-26 was itself redesignated B-26 in 1948 \u2014 but neither is the same as the WWII Martin B-26 Marauder.\"}}, {\"@type\": \"Question\", \"name\": \"How many A-20 Havocs survive, and where can I see one?\", \"acceptedAnswer\": {\"@type\": \"Answer\", \"text\": \"Only a small number survive worldwide, all as static exhibits or restoration projects. Examples on public display include \\\"Little Joe\\\" at the National Museum of the U.S. Air Force in Dayton, Ohio; an A-20G at the Pima Air and Space Museum in Arizona; aircraft at RAAF Amberley and the RAAF Museum, Point Cook, in Australia; an A-20K at the Museu Aeroespacial in Rio de Janeiro; and an A-20G at the Central Air Force Museum at Monino, near Moscow. None are currently airworthy.\"}}, {\"@type\": \"Question\", \"name\": \"What roles did the A-20 Havoc perform?\", \"acceptedAnswer\": {\"@type\": \"Answer\", \"text\": \"It was remarkably versatile. Its main jobs were low-level strafing and bombing (most famously in the Pacific), conventional light and medium tactical bombing, night intrusion over occupied territory, and radar night fighting (the RAF Havoc and the USAAF P-70). It also served as a smoke-layer, a reconnaissance aircraft and, with Soviet naval units, as a torpedo bomber.\"}}]}<\/script><div class=\"sec\">\n<div class=\"wrap\">\n<p class=\"kicker\">Units, tactics &amp; night operations<\/p>\n<h2>The Douglas A-20 Havoc in service: strafers, intruders and night fighters<\/h2>\n<div class=\"gd\">\n<details>\n<summary><span class=\"num\">10<\/span><span class=\"gt\">The gun-nose strafers: how the A-20 became a low-level killer<\/span><span class=\"pm\">+<\/span><\/summary>\n<div class=\"gd-body\">\n<p>The single most important tactical development in the A-20&rsquo;s career was the solid gun nose. Standard bombers aimed their loads from altitude through a bombardier; in the Pacific, engineers replaced the glazed nose with a battery of fixed forward-firing .50-calibre machine guns, so the pilot could strafe as he attacked.<\/p>\n<p>Combined with parachute-retarded fragmentation bombs &mdash; which fell slowly enough for the aircraft to clear the blast &mdash; the gun-nosed A-20 could sweep an airfield or a convoy in a single devastating low pass. Douglas eventually built the arrangement in as standard on the A-20G, the most-produced version.<\/p>\n<p>It turned a competent light bomber into one of the outstanding low-level attack aircraft of the war, and it is the role most people picture when they think of the Havoc.<\/p>\n<\/div>\n<\/details>\n<details>\n<summary><span class=\"num\">11<\/span><span class=\"gt\">The RAF Havoc night fighters and intruders<\/span><span class=\"pm\">+<\/span><\/summary>\n<div class=\"gd-body\">\n<p>Britain used the Havoc name specifically for the night-fighting and intruder versions. Early Havoc I and II night fighters carried airborne interception radar and a nose full of guns to hunt German bombers over England during the Blitz.<\/p>\n<p>Intruder Havocs and Bostons took the fight the other way &mdash; roaming over occupied France and the Low Countries at night to catch enemy aircraft near their own airfields and to attack trains, transport and airfields. It was dangerous, lonely work that tied down German defences far from the front.<\/p>\n<p>The night-fighter Havoc was never as successful as purpose-built types that followed, but the intruder role suited the aircraft&rsquo;s speed and endurance well, and Boston and Havoc intruders remained active over Europe for much of the war.<\/p>\n<\/div>\n<\/details>\n<details>\n<summary><span class=\"num\">12<\/span><span class=\"gt\">The Turbinlite experiment: a searchlight in the nose<\/span><span class=\"pm\">+<\/span><\/summary>\n<div class=\"gd-body\">\n<p>The most unusual Havoc variant was the Turbinlite. In place of nose guns it carried a 2.7-million-candlepower searchlight and airborne radar. The idea was for the Turbinlite Havoc to find an enemy bomber on radar, illuminate it with the searchlight, and let an accompanying Hawker Hurricane make the kill.<\/p>\n<p>It was ingenious on paper and clumsy in practice. Coordinating a radar-equipped searchlight aircraft with a separate fighter in the dark proved extremely difficult, and results were poor. Thirty-one aircraft were converted, and the Turbinlite flights were formed into squadrons before being disbanded in early 1943.<\/p>\n<p>We include it honestly because it matters: not every wartime idea worked, and the Turbinlite is a good reminder that the Havoc&rsquo;s real strengths lay in attack and intrusion, not in this particular experiment.<\/p>\n<\/div>\n<\/details>\n<details>\n<summary><span class=\"num\">13<\/span><span class=\"gt\">The P-70: the A-20 as an American night fighter<\/span><span class=\"pm\">+<\/span><\/summary>\n<div class=\"gd-body\">\n<p>The United States tried its own night-fighter conversion, the P-70. Around sixty A-20s were fitted with radar and a ventral gun tray and sent to the Pacific to counter Japanese night raiders.<\/p>\n<p>The P-70 was a stopgap. It lacked the altitude performance to catch high-flying intruders, and it scored only a couple of confirmed kills before being replaced by the purpose-designed Northrop P-61 Black Widow. All P-70s were retired by the end of the war.<\/p>\n<p>Like the Turbinlite, the P-70 shows the limits of adapting a light bomber into an interceptor &mdash; and by contrast underlines how good the A-20 was in the roles that suited it.<\/p>\n<\/div>\n<\/details>\n<details>\n<summary><span class=\"num\">14<\/span><span class=\"gt\">Douglas A-20 vs North American B-25 Mitchell: two R-2600 attackers<\/span><span class=\"pm\">+<\/span><\/summary>\n<div class=\"gd-body\">\n<p>The A-20 and the B-25 Mitchell shared the same Wright R-2600 engine and often the same low-level tactics, so comparisons are natural. The B-25 was larger, carried more, and had greater range; the A-20 was smaller, a touch faster, and widely regarded as the nicer aircraft to fly.<\/p>\n<p>In the Pacific both were turned into heavily gunned strafers, and both did superb low-level work. Where the Mitchell&rsquo;s size and range made it the more strategically useful medium bomber, the Havoc&rsquo;s agility and easy handling made it a favourite for fast, close-in tactical strikes.<\/p>\n<p>They were complementary rather than rivals &mdash; and, tellingly, the Soviet Union operated large numbers of both under Lend-Lease.<\/p>\n<\/div>\n<\/details>\n<\/div>\n<\/div>\n<\/div>\n<div class=\"sec\">\n<div class=\"wrap\">\n<p class=\"kicker\">Flying the Havoc<\/p>\n<h2>What it was actually like to fly the Douglas A-20 Havoc<\/h2>\n<div class=\"story\">\n<p>If the Martin B-26 Marauder was the twin that frightened its crews, the A-20 was the one they praised. Pilots consistently described the Havoc as fast but forgiving &mdash; a genuinely pleasant aircraft that did what it was told and rarely bit.<\/p>\n<p>Several things made it friendly. The tricycle undercarriage gave a level, easy attitude on the ground and good forward visibility. The moderate wing loading kept stall speeds sensible and handling honest. And the aircraft was strong, so it stood up to the punishment of low-level work and rough forward airfields.<\/p>\n<p>The one real drawback was the narrow fuselage: the three crewmen sat in separate compartments and could not reach one another in flight. For a wounded man that could be fatal. But as a flying machine, the A-20 earned a reputation as one of the easiest and most likeable twin-engine combat aircraft of the war &mdash; a quiet reason so many air forces were happy to take it.<\/p>\n<\/div>\n<div class=\"gd\">\n<details>\n<summary><span class=\"num\">15<\/span><span class=\"gt\">The A-20&rsquo;s flying qualities: fast, strong and forgiving<\/span><span class=\"pm\">+<\/span><\/summary>\n<div class=\"gd-body\">\n<p>The Havoc&rsquo;s defining quality in the air was balance. It was quick &mdash; over 500 km\/h &mdash; yet its moderate wing loading and tricycle gear made it approachable for pilots converting from single-engine types. It could be flown low and hard with confidence.<\/p>\n<p>Its structural strength suited the battering of masthead attacks, and its handling stayed honest even on one engine, an important safety margin that some contemporaries lacked. Crews trusted it, and trust translated into effectiveness.<\/p>\n<\/div>\n<\/details>\n<details>\n<summary><span class=\"num\">16<\/span><span class=\"gt\">Ground crews and the Wright R-2600: keeping the Havoc flying<\/span><span class=\"pm\">+<\/span><\/summary>\n<div class=\"gd-body\">\n<p>The A-20&rsquo;s two Wright R-2600 Twin Cyclones were powerful and generally reliable, but like all big radials they demanded constant care, especially in the dust of Pacific and desert strips. Ground crews changed cylinders, patched flak damage and kept aircraft serviceable in punishing conditions.<\/p>\n<p>The type&rsquo;s reputation for availability &mdash; being ready to fly when needed &mdash; owed as much to that unglamorous flight-line work as to the design itself. It is part of why so many air forces, from the USAAF to the VVS, could keep large A-20 fleets in action.<\/p>\n<\/div>\n<\/details>\n<\/div>\n<\/div>\n<\/div>\n<div class=\"sec\">\n<div class=\"wrap\">\n<p class=\"kicker\">Myth vs fact<\/p>\n<h2>The Douglas A-20 Havoc: setting the record straight<\/h2>\n<div class=\"cards\">\n<div class=\"card\">\n<div class=\"n\">Myth<\/div>\n<h3>&ldquo;It was mainly an American aircraft&rdquo;<\/h3>\n<p><b>Fact:<\/b> the single largest operator was the Soviet Union, which received about 3,414 A-20s under Lend-Lease &mdash; more than the USAAF or the RAF.<\/p>\n<\/div>\n<div class=\"card\">\n<div class=\"n\">Myth<\/div>\n<h3>&ldquo;The A-20 used the R-2800 Double Wasp&rdquo;<\/h3>\n<p><b>Fact:<\/b> most A-20s used the Wright R-2600 Twin Cyclone; only the earliest used the P&amp;W R-1830. The R-2800 powered the B-26 Marauder, not the Havoc.<\/p>\n<\/div>\n<div class=\"card\">\n<div class=\"n\">Myth<\/div>\n<h3>&ldquo;Boston and Havoc were different aircraft&rdquo;<\/h3>\n<p><b>Fact:<\/b> they were the same basic type. The RAF called the bombers Bostons and the night fighters\/intruders Havocs; the USAAF called them all Havocs.<\/p>\n<\/div>\n<\/div>\n<\/div>\n<\/div>\n<div class=\"sec\">\n<div class=\"wrap\">\n<p class=\"kicker\">Origins<\/p>\n<h2>How a Californian private venture became a French, British and Soviet bomber<\/h2>\n<div class=\"story\">\n<p>The A-20&rsquo;s international career was baked in from the start. When Ed Heinemann&rsquo;s team at Douglas&rsquo;s El Segundo plant drew up the Model 7 in the mid-1930s, the U.S. Army had no urgent requirement for such an aircraft. Douglas built it as a private venture, gambling that a fast attack bomber would find customers &mdash; and the first customer to sign was France.<\/p>\n<p>The French purchasing commission, alarmed by German rearmament, ordered the export DB-7 in 1939 and had aircraft in service or transit when their country collapsed in June 1940. Those undelivered machines were diverted to Britain, which was desperate for modern light bombers and night fighters. Almost overnight, an American aircraft became a mainstay of RAF Bomber and Fighter Command squadrons under two new names.<\/p>\n<p>Then came Lend-Lease, and with it the Soviet connection that would make the USSR the type&rsquo;s largest user. By the time the U.S. Army Air Forces committed the A-20 to combat in 1942, the aircraft was already a veteran in three other air forces. Few aeroplanes have had so genuinely global a beginning.<\/p>\n<\/div>\n<div class=\"gd\">\n<details>\n<summary><span class=\"num\">17<\/span><span class=\"gt\">The French DB-7: the customer who ordered it first<\/span><span class=\"pm\">+<\/span><\/summary>\n<div class=\"gd-body\">\n<p>France was the launch customer for the production Havoc. The French DB-7, powered by Pratt &amp; Whitney R-1830 Twin Wasps, was ordered in quantity in 1939 as France scrambled to modernise its air force. A number reached French units, and some flew briefly against the German invasion in 1940.<\/p>\n<p>When France fell, the balance of the French order &mdash; and follow-on contracts &mdash; were taken over by Britain. This is why the aircraft entered large-scale combat in RAF rather than USAAF markings, and why so much early Havoc and Boston history is British and Commonwealth rather than American.<\/p>\n<p>The French link closed a circle later in the war, when rebuilt Free French squadrons flew Bostons in the Mediterranean and over their own liberated country.<\/p>\n<\/div>\n<\/details>\n<details>\n<summary><span class=\"num\">18<\/span><span class=\"gt\">The Boston replaces the Blenheim: a leap in British light bombing<\/span><span class=\"pm\">+<\/span><\/summary>\n<div class=\"gd-body\">\n<p>For the RAF, the Boston was a significant step up from the Bristol Blenheim it largely replaced in the day-bomber role. It was faster, carried a useful bomb load, and was better able to defend itself and survive over heavily defended targets.<\/p>\n<p>Boston squadrons of No. 2 Group carried out fast, low-level and medium-altitude daylight raids over occupied Europe from 1941, attacking power stations, docks, airfields and industrial targets. The type&rsquo;s speed and handling made it well suited to the tip-and-run tactics these missions demanded.<\/p>\n<p>The upgrade mattered: the Boston gave the RAF a modern, capable light bomber at a moment when its earlier types were dangerously outclassed.<\/p>\n<\/div>\n<\/details>\n<details>\n<summary><span class=\"num\">19<\/span><span class=\"gt\">Boeing and Douglas: who actually built the A-20<\/span><span class=\"pm\">+<\/span><\/summary>\n<div class=\"gd-body\">\n<p>The great majority of A-20s &mdash; about 7,098 &mdash; were built by Douglas, largely at Santa Monica and Long Beach in California. A further 380 were built by Boeing, bringing the commonly cited total to around 7,478 (some references give roughly 7,385).<\/p>\n<p>This scale of production, spread across more than one manufacturer, is part of why the aircraft could be supplied so generously to Allied air forces. A cheap, quick-to-build light bomber that several factories could turn out in quantity was exactly what Lend-Lease needed.<\/p>\n<p>It also explains the aircraft&rsquo;s ubiquity: with thousands built, the Havoc could equip American, British, Commonwealth, French and &mdash; above all &mdash; Soviet units simultaneously.<\/p>\n<\/div>\n<\/details>\n<\/div>\n<\/div>\n<\/div>\n<div class=\"sec\">\n<div class=\"wrap\">\n<p class=\"kicker\">The Eastern Front in depth<\/p>\n<h2>The Soviet Douglas A-20: bombers, intruders and torpedo aircraft<\/h2>\n<div class=\"story\">\n<p>Because it is so often overlooked in Western histories, the Soviet chapter deserves a closer look. The USSR did not merely accept the A-20 as a stopgap; the VVS integrated it deeply into front-line operations and used it in ways Western air forces rarely did.<\/p>\n<p>Soviet Havocs served as day and night bombers across every major front. They flew as night intruders against German airfields and supply columns, exploiting the aircraft&rsquo;s speed and endurance. And the Soviet naval air arms turned them into torpedo bombers and mine-layers over the Baltic and Black Seas &mdash; a maritime strike role the Americans and British almost never used the type for.<\/p>\n<p>Soviet crews and armourers frequently modified their aircraft, changing armament and equipment to suit local conditions and doctrine. The result was a genuinely Soviet Havoc, flown in greater numbers and across more roles than in any other air force. When the map on this page highlights the USSR, this is the reason.<\/p>\n<\/div>\n<div class=\"gd\">\n<details>\n<summary><span class=\"num\">20<\/span><span class=\"gt\">Why the USSR received so many A-20s<\/span><span class=\"pm\">+<\/span><\/summary>\n<div class=\"gd-body\">\n<p>The scale of Soviet deliveries &mdash; about 3,414 aircraft &mdash; reflected both supply and suitability. Lend-Lease was pouring American equipment into the USSR, and the A-20 was cheap, available in quantity, and well matched to the Soviet style of tactical air war: close support of ground forces, interdiction, and night harassment.<\/p>\n<p>The Havoc&rsquo;s toughness and easy handling suited the demanding conditions of the Eastern Front, and its radial engines were relatively straightforward to maintain in the field. Soviet units valued it enough to keep it in front-line service for the rest of the war.<\/p>\n<p>The upshot is one of the war&rsquo;s more striking statistics: the biggest operator of an American light bomber was the Soviet Union &mdash; a fact that says as much about the aircraft&rsquo;s quality as about the politics of Lend-Lease.<\/p>\n<\/div>\n<\/details>\n<details>\n<summary><span class=\"num\">21<\/span><span class=\"gt\">Soviet torpedo Bostons: the A-20 at sea<\/span><span class=\"pm\">+<\/span><\/summary>\n<div class=\"gd-body\">\n<p>One of the most distinctive Soviet uses of the Havoc was as a naval strike aircraft. Baltic and Black Sea fleet air units flew A-20s as torpedo bombers and mine-layers against German and Axis shipping.<\/p>\n<p>It was not a role the aircraft had been designed for, echoing the improvised torpedo work other twins were sometimes pressed into. But the Havoc&rsquo;s speed and load-carrying made it a capable maritime attacker in Soviet hands, and it operated in this role with some success.<\/p>\n<p>This naval dimension is almost entirely absent from Western histories of the type, which tend to focus on the Pacific strafers and the European Bostons &mdash; another reason the Soviet story is worth telling in full.<\/p>\n<\/div>\n<\/details>\n<details>\n<summary><span class=\"num\">22<\/span><span class=\"gt\">How Soviet A-20s differed from American ones<\/span><span class=\"pm\">+<\/span><\/summary>\n<div class=\"gd-body\">\n<p>Soviet Havocs were often not left as delivered. Front-line units and repair depots altered armament, added crew positions, and adapted equipment to Soviet standards and tactics. Defensive gun arrangements in particular were frequently reworked.<\/p>\n<p>These modifications reflected a broader pattern: Lend-Lease aircraft were absorbed into a very different air force with its own doctrine, and were changed to fit it. The Soviet A-20 was, in a real sense, its own variant family, distinct from the USAAF versions.<\/p>\n<p>It is a reminder that an aircraft&rsquo;s story does not end at the factory gate &mdash; how it was used, and by whom, is just as much a part of what it was.<\/p>\n<\/div>\n<\/details>\n<\/div>\n<\/div>\n<\/div>\n<div class=\"sec\">\n<div class=\"wrap\">\n<p class=\"kicker\">Identification &amp; legacy<\/p>\n<h2>Telling the Havoc apart &mdash; and why it faded from memory<\/h2>\n<div class=\"gd\">\n<details>\n<summary><span class=\"num\">23<\/span><span class=\"gt\">How to tell a Douglas A-20 from a Douglas A-26 in a photo<\/span><span class=\"pm\">+<\/span><\/summary>\n<div class=\"gd-body\">\n<p>Because both are Douglas attack bombers with similar names, the A-20 Havoc and A-26 Invader are often confused. A few cues help. The A-20 is the earlier, slimmer aircraft, with a high-set wing, a narrow fuselage and, on the strafer versions, a stepped cockpit and solid gun nose. It is usually pictured in 1941&ndash;45 settings.<\/p>\n<p>The A-26 Invader is later, larger and cleaner, with a low-set wing, a broad fuselage and a more modern look; it appears in late-war and post-war photographs, and &mdash; after 1948 &mdash; under the designation B-26. If the caption mentions Korea or Vietnam, you are looking at the Invader, not the Havoc.<\/p>\n<p>And neither should be confused with the Martin B-26 Marauder, a different manufacturer&rsquo;s aircraft that used the R-2800 engine and shared only the post-war designation with the Invader.<\/p>\n<\/div>\n<\/details>\n<details>\n<summary><span class=\"num\">24<\/span><span class=\"gt\">Bill Newton VC and the Boston in Australian service<\/span><span class=\"pm\">+<\/span><\/summary>\n<div class=\"gd-body\">\n<p>Australian Boston operations produced one of the type&rsquo;s most famous stories. Flight Lieutenant William &ldquo;Bill&rdquo; Newton of No. 22 Squadron RAAF flew repeated low-level Boston attacks against Japanese targets in New Guinea in 1943.<\/p>\n<p>Shot down and captured after pressing home his attacks with great determination, Newton was executed by his captors. He was posthumously awarded the Victoria Cross &mdash; the only one awarded to an Australian airman in the South-West Pacific &mdash; and remains a symbol of the courage demanded by low-level Boston operations.<\/p>\n<p>The RAAF continues to call all of its aircraft Bostons, and preserves examples at Amberley and Point Cook, keeping the Australian side of the story alive.<\/p>\n<\/div>\n<\/details>\n<details>\n<summary><span class=\"num\">25<\/span><span class=\"gt\">Why the A-20 Havoc is less remembered than it deserves<\/span><span class=\"pm\">+<\/span><\/summary>\n<div class=\"gd-body\">\n<p>For an aircraft built in such numbers and used so widely, the A-20 has a surprisingly modest public profile. Several things explain it. It was a tactical light bomber rather than a glamorous fighter or a war-winning heavy, so it attracted less post-war attention than the B-17 or the Spitfire.<\/p>\n<p>Its confusing tangle of names &mdash; Havoc, Boston, DB-7 &mdash; scattered its story across different national histories. Its largest operator, the Soviet Union, sat behind the Iron Curtain for decades, so that vital chapter went largely untold in the West. And it was scrapped quickly after 1945, leaving few survivors to keep it in the public eye.<\/p>\n<p>This page tries to correct that a little: the Havoc was one of the most useful, most widely flown and most genuinely international aircraft of the whole war, and it deserves to be remembered as such.<\/p>\n<\/div>\n<\/details>\n<\/div>\n<\/div>\n<\/div>\n<div class=\"sec\">\n<div class=\"wrap\">\n<p class=\"kicker\">Survivors<\/p>\n<h2>Where to see a Douglas A-20 Havoc today<\/h2>\n<div class=\"cards\">\n<div class=\"card\">\n<div class=\"n\">USA<\/div>\n<h3>Dayton &amp; Tucson<\/h3>\n<p>&ldquo;Little Joe&rdquo; is displayed at the National Museum of the U.S. Air Force in Dayton, Ohio, and an A-20G is preserved at the Pima Air &amp; Space Museum in Arizona.<\/p>\n<\/div>\n<div class=\"card\">\n<div class=\"n\">Australia<\/div>\n<h3>Amberley &amp; Point Cook<\/h3>\n<p>The RAAF preserves Bostons at its Amberley Heritage Centre in Queensland and at the RAAF Museum, Point Cook, in Victoria.<\/p>\n<\/div>\n<div class=\"card\">\n<div class=\"n\">Russia<\/div>\n<h3>Monino<\/h3>\n<p>An A-20G survives at the Central Air Force Museum at Monino, near Moscow &mdash; a rare reminder of the type&rsquo;s largest operator.<\/p>\n<\/div>\n<div class=\"card\">\n<div class=\"n\">Brazil<\/div>\n<h3>Rio de Janeiro<\/h3>\n<p>An A-20K is displayed at the Museu Aeroespacial at Campo dos Afonsos, Rio de Janeiro.<\/p>\n<\/div>\n<div class=\"card\">\n<div class=\"n\">Airworthy<\/div>\n<h3>None, since 2025<\/h3>\n<p>The world&rsquo;s last flying A-20 crash-landed at a Texas air show in February 2025; no Havoc is currently airworthy.<\/p>\n<\/div>\n<div class=\"card\">\n<div class=\"n\">Recoveries<\/div>\n<h3>Crash-site finds<\/h3>\n<p>The survivor count has grown slowly as wrecks are recovered from the Pacific and Eastern Europe for restoration.<\/p>\n<\/div>\n<\/div>\n<\/div>\n<\/div>\n<div class=\"cta\">\n<div class=\"wrap\">\n<h2>You can&rsquo;t fly a Douglas A-20 Havoc &mdash; but these cockpits are open<\/h2>\n<p>No A-20 is airworthy today. But MiGFlug puts you in the cockpit of genuine military jets &mdash; from the L-39 Albatros to a MiG-29 at the edge of space. Real aircraft, real fighter pilots, real afterburner.<\/p>\n<div class=\"ctacar\">\n<div class=\"ctacard\">\n<div style=\"height:6px;background:#5C91FF\"><\/div>\n<div class=\"cc\">\n<h3>Fighter Jet Flights<\/h3>\n<p>Take the controls of a real ex-military jet with an experienced fighter pilot.<\/p>\n<p><a class=\"ctabtn\" href=\"https:\/\/migflug.com\/flights-prices\/\">See flights &amp; prices<\/a><\/p>\n<\/div>\n<\/div>\n<div class=\"ctacard\">\n<div style=\"height:6px;background:#5C91FF\"><\/div>\n<div class=\"cc\">\n<h3>L-39 Albatros<\/h3>\n<p>The classic jet trainer &mdash; aerobatics and low-level fun, in several countries.<\/p>\n<p><a class=\"ctabtn\" href=\"https:\/\/migflug.com\/flights-prices\/\">See flights &amp; prices<\/a><\/p>\n<\/div>\n<\/div>\n<div class=\"ctacard\">\n<div style=\"height:6px;background:#5C91FF\"><\/div>\n<div class=\"cc\">\n<h3>MiG-29 Fulcrum<\/h3>\n<p>Ride a genuine air-superiority fighter toward the edge of space.<\/p>\n<p><a class=\"ctabtn\" href=\"https:\/\/migflug.com\/flights-prices\/\">See flights &amp; prices<\/a><\/p>\n<\/div>\n<\/div>\n<div class=\"ctacard\">\n<div style=\"height:6px;background:#5C91FF\"><\/div>\n<div class=\"cc\">\n<h3>Supersonic experiences<\/h3>\n<p>Break the sound barrier in a real military jet.<\/p>\n<p><a class=\"ctabtn\" href=\"https:\/\/migflug.com\/flights-prices\/\">See flights &amp; prices<\/a><\/p>\n<\/div>\n<\/div>\n<\/div>\n<\/div>\n<\/div>\n<div class=\"sec\">\n<div class=\"wrap\">\n<p class=\"kicker\">Related aircraft<\/p>\n<h2>Explore more of the museum<\/h2>\n<div class=\"relgrid\"><a class=\"relcard\" href=\"https:\/\/migflug.com\/aircraft\/b-25-mitchell\/\"><img data-opt-id=1470522492  data-opt-src=\"https:\/\/ml5psubhxdln.i.optimole.com\/cb:78--.b845\/w:1024\/h:442\/q:96\/f:best\/https:\/\/migflug.com\/wp-content\/uploads\/2026\/08\/north-american-b-25-mitchell-in-flight.jpg\"  decoding=\"async\" src=\"data:image/svg+xml,%3Csvg%20viewBox%3D%220%200%201024%20442%22%20width%3D%221024%22%20height%3D%22442%22%20xmlns%3D%22http%3A%2F%2Fwww.w3.org%2F2000%2Fsvg%22%3E%3Crect%20width%3D%221024%22%20height%3D%22442%22%20fill%3D%22transparent%22%2F%3E%3C%2Fsvg%3E\" alt=\"North American B-25 Mitchell\"><span class=\"rc\"><span class=\"rt\">North American B-25 Mitchell<\/span><span class=\"rd\">The A-20&rsquo;s larger cousin on the same Wright R-2600 engine &mdash; the medium bomber that raided Tokyo and fought in every theatre.<\/span><\/span><\/a><a class=\"relcard\" href=\"https:\/\/migflug.com\/aircraft\/a-26-invader\/\"><img data-opt-id=229893645  data-opt-src=\"https:\/\/ml5psubhxdln.i.optimole.com\/cb:78--.b845\/w:1024\/h:761\/q:96\/f:best\/https:\/\/migflug.com\/wp-content\/uploads\/2026\/08\/douglas-a-26-invader-in-flight-1.jpg\"  decoding=\"async\" src=\"data:image/svg+xml,%3Csvg%20viewBox%3D%220%200%201024%20761%22%20width%3D%221024%22%20height%3D%22761%22%20xmlns%3D%22http%3A%2F%2Fwww.w3.org%2F2000%2Fsvg%22%3E%3Crect%20width%3D%221024%22%20height%3D%22761%22%20fill%3D%22transparent%22%2F%3E%3C%2Fsvg%3E\" alt=\"Douglas A-26 Invader\"><span class=\"rc\"><span class=\"rt\">Douglas A-26 Invader<\/span><span class=\"rd\">The faster, heavier Douglas attack bomber that succeeded the A-20 in 1944 &mdash; and later inherited the &ldquo;B-26&rdquo; designation.<\/span><\/span><\/a><a class=\"relcard\" href=\"https:\/\/migflug.com\/aircraft\/b-26-marauder\/\"><img data-opt-id=1245124233  data-opt-src=\"https:\/\/ml5psubhxdln.i.optimole.com\/cb:78--.b845\/w:1024\/h:807\/q:96\/f:best\/https:\/\/migflug.com\/wp-content\/uploads\/2026\/08\/martin-b-26-marauder-in-flight.jpg\"  decoding=\"async\" src=\"data:image/svg+xml,%3Csvg%20viewBox%3D%220%200%201024%20807%22%20width%3D%221024%22%20height%3D%22807%22%20xmlns%3D%22http%3A%2F%2Fwww.w3.org%2F2000%2Fsvg%22%3E%3Crect%20width%3D%221024%22%20height%3D%22807%22%20fill%3D%22transparent%22%2F%3E%3C%2Fsvg%3E\" alt=\"Martin B-26 Marauder\"><span class=\"rc\"><span class=\"rt\">Martin B-26 Marauder<\/span><span class=\"rd\">The fast medium bomber often confused with the A-26 &mdash; and the aircraft that really did use the R-2800 Double Wasp.<\/span><\/span><\/a><\/div>\n<\/div>\n<\/div>\n<div class=\"sec\">\n<div class=\"wrap\">\n<p class=\"kicker\">Sources &amp; further reading<\/p>\n<h2>Where this Douglas A-20 Havoc profile comes from<\/h2>\n<div class=\"srcgrid\">\n<div class=\"srcitem\"><b>National Museum of the U.S. Air Force<\/b> <span>&mdash; A-20G Havoc fact sheet: engines, speed, range, armament and the &ldquo;Little Joe&rdquo; survivor.<\/span><\/div>\n<div class=\"srcitem\"><b>Smithsonian National Air and Space Museum<\/b> <span>&mdash; Douglas A-20 \/ DB-7 type history and development context.<\/span><\/div>\n<div class=\"srcitem\"><b>Imperial War Museums<\/b> <span>&mdash; Boston and Havoc in RAF and Commonwealth service, including night intruder operations.<\/span><\/div>\n<div class=\"srcitem\"><b>Royal Australian Air Force \/ RAAF Museum<\/b> <span>&mdash; Australian Boston operations and the surviving airframes at Amberley and Point Cook.<\/span><\/div>\n<div class=\"srcitem\"><b>AVweb<\/b> <span>&mdash; &ldquo;A20 Havoc Aircraft Tour&rdquo; &mdash; walkaround of the world&rsquo;s last airworthy A-20.<\/span><\/div>\n<div class=\"srcitem\"><b>U.S. Air Force Historical Research Agency (AFHRA)<\/b> <span>&mdash; Bomb-group unit histories and wartime imagery from the Pacific and Europe.<\/span><\/div>\n<div class=\"srcitem\"><b>Library of Congress \/ U.S. Office of War Information<\/b> <span>&mdash; Public-domain colour and black-and-white photography of A-20 production and service.<\/span><\/div>\n<div class=\"srcitem\"><b>Central Air Force Museum, Monino<\/b> <span>&mdash; The preserved Soviet-operated A-20G and the Lend-Lease context.<\/span><\/div>\n<div class=\"srcitem\"><b>Museu Aeroespacial, Rio de Janeiro<\/b> <span>&mdash; The surviving A-20K in Brazil.<\/span><\/div>\n<div class=\"srcitem\"><b>Pima Air &amp; Space Museum<\/b> <span>&mdash; Surviving A-20G airframe and technical display.<\/span><\/div>\n<div class=\"srcitem\"><b>Vintage Aviation News \/ warbird press<\/b> <span>&mdash; Reporting on surviving Havocs and the February 2025 crash of the last airworthy example.<\/span><\/div>\n<div class=\"srcitem\"><b>Wikimedia Commons<\/b> <span>&mdash; Source of the public-domain photographs used in this gallery; individual credits appear in each caption.<\/span><\/div>\n<\/div>\n<p class=\"fnote\">Where figures are contested &mdash; total built, unit cost, exact speed and range, numbers delivered to the USSR &mdash; this page states the most authoritative value and notes the variation rather than asserting a single disputed number. The A-20 used the Wright R-2600 Twin Cyclone in its main versions, not the R-2800 Double Wasp of the B-26 Marauder.<\/p>\n<\/div>\n<\/div>\n<\/div>\n","protected":false},"excerpt":{"rendered":"<p>Aircraft Museum &rsaquo; Douglas A-20 Havoc \/ Boston Douglas A-20 Havoc Fast, tough and famously easy to fly, the Douglas A-20 &mdash; the RAF&rsquo;s &ldquo;Boston&rdquo; and &ldquo;Havoc&rdquo; &mdash; was a light attack bomber built in the thousands, flown from New Guinea to Normandy, and operated in greater numbers by the Soviet Union than by anyone [&hellip;]<\/p>\n","protected":false},"author":1,"featured_media":20795,"parent":15960,"menu_order":0,"comment_status":"closed","ping_status":"closed","template":"","meta":{"editor_notices":[],"footnotes":""},"class_list":["post-20804","page","type-page","status-publish","has-post-thumbnail","hentry"],"yoast_head":"<!-- This site is optimized with the Yoast SEO plugin v28.3 - https:\/\/yoast.com\/product\/yoast-seo-wordpress\/ -->\n<title>Douglas A-20 Havoc \u2014 History, Specs, Photos &amp; Stories | MiGFlug<\/title>\n<meta name=\"description\" content=\"Douglas A-20 Havoc (RAF Boston\/Havoc): history, specs, photos, operators map and FAQ. The Soviet Union was its single largest operator.\" \/>\n<meta name=\"robots\" content=\"index, follow, max-snippet:-1, max-image-preview:large, max-video-preview:-1\" \/>\n<link rel=\"canonical\" href=\"https:\/\/migflug.com\/cz\/letadlo\/a-20-havoc\/\" \/>\n<meta property=\"og:locale\" content=\"cs_CZ\" \/>\n<meta property=\"og:type\" content=\"article\" \/>\n<meta property=\"og:title\" content=\"Douglas A-20 Havoc \u2014 History, Specs, Photos &amp; Stories | MiGFlug\" \/>\n<meta property=\"og:description\" content=\"Douglas A-20 Havoc (RAF Boston\/Havoc): history, specs, photos, operators map and FAQ. The Soviet Union was its single largest operator.\" \/>\n<meta property=\"og:url\" content=\"https:\/\/migflug.com\/cz\/letadlo\/a-20-havoc\/\" \/>\n<meta property=\"og:site_name\" content=\"MiGFlug\" \/>\n<meta property=\"article:publisher\" content=\"https:\/\/www.facebook.com\/MiGFlug\/\" \/>\n<meta property=\"og:image\" content=\"https:\/\/ml5psubhxdln.i.optimole.com\/cb:78--.b845\/w:auto\/h:auto\/q:96\/f:best\/https:\/\/migflug.com\/wp-content\/uploads\/2026\/08\/douglas-a-20g-havoc-in-flight-410th-bomb-group-1944.jpg\" \/>\n\t<meta property=\"og:image:width\" content=\"1920\" \/>\n\t<meta property=\"og:image:height\" content=\"1454\" \/>\n\t<meta property=\"og:image:type\" content=\"image\/jpeg\" \/>\n<meta name=\"twitter:card\" content=\"summary_large_image\" \/>\n<meta name=\"twitter:site\" content=\"@migflug\" \/>\n<meta name=\"twitter:label1\" content=\"Odhadovan\u00e1 doba \u010dten\u00ed\" \/>\n\t<meta name=\"twitter:data1\" content=\"45 minut\" \/>\n<script type=\"application\/ld+json\" class=\"yoast-schema-graph\">{\"@context\":\"https:\\\/\\\/schema.org\",\"@graph\":[{\"@type\":\"WebPage\",\"@id\":\"https:\\\/\\\/migflug.com\\\/aircraft\\\/a-20-havoc\\\/\",\"url\":\"https:\\\/\\\/migflug.com\\\/aircraft\\\/a-20-havoc\\\/\",\"name\":\"Douglas A-20 Havoc \u2014 History, Specs, Photos & Stories | MiGFlug\",\"isPartOf\":{\"@id\":\"https:\\\/\\\/migflug.com\\\/#website\"},\"primaryImageOfPage\":{\"@id\":\"https:\\\/\\\/migflug.com\\\/aircraft\\\/a-20-havoc\\\/#primaryimage\"},\"image\":{\"@id\":\"https:\\\/\\\/migflug.com\\\/aircraft\\\/a-20-havoc\\\/#primaryimage\"},\"thumbnailUrl\":\"https:\\/\\/migflug.com\\/wp-content\\/uploads\\/2026\\/08\\/douglas-a-20g-havoc-in-flight-410th-bomb-group-1944.jpg\",\"datePublished\":\"2026-08-09T20:38:05+00:00\",\"description\":\"Douglas A-20 Havoc (RAF Boston\\\/Havoc): history, specs, photos, operators map and FAQ. The Soviet Union was its single largest operator.\",\"breadcrumb\":{\"@id\":\"https:\\\/\\\/migflug.com\\\/aircraft\\\/a-20-havoc\\\/#breadcrumb\"},\"inLanguage\":\"cs\",\"potentialAction\":[{\"@type\":\"ReadAction\",\"target\":[\"https:\\\/\\\/migflug.com\\\/aircraft\\\/a-20-havoc\\\/\"]}]},{\"@type\":\"ImageObject\",\"inLanguage\":\"cs\",\"@id\":\"https:\\\/\\\/migflug.com\\\/aircraft\\\/a-20-havoc\\\/#primaryimage\",\"url\":\"https:\\/\\/migflug.com\\/wp-content\\/uploads\\/2026\\/08\\/douglas-a-20g-havoc-in-flight-410th-bomb-group-1944.jpg\",\"contentUrl\":\"https:\\/\\/migflug.com\\/wp-content\\/uploads\\/2026\\/08\\/douglas-a-20g-havoc-in-flight-410th-bomb-group-1944.jpg\",\"width\":1920,\"height\":1454,\"caption\":\"A Douglas A-20G Havoc of the 647th Bomb Squadron, 410th Bomb Group, USAAF, in flight in the summer of 1944. Photo: U.S. Army Air Forces (public domain), via Wikimedia Commons.\"},{\"@type\":\"BreadcrumbList\",\"@id\":\"https:\\\/\\\/migflug.com\\\/aircraft\\\/a-20-havoc\\\/#breadcrumb\",\"itemListElement\":[{\"@type\":\"ListItem\",\"position\":1,\"name\":\"Startseite\",\"item\":\"https:\\\/\\\/migflug.com\\\/\"},{\"@type\":\"ListItem\",\"position\":2,\"name\":\"Book of Beasts \u2014 The Big Military Aircraft Encyclopedia\",\"item\":\"https:\\\/\\\/migflug.com\\\/aircraft\\\/\"},{\"@type\":\"ListItem\",\"position\":3,\"name\":\"Douglas A-20 Havoc \u2014 History, Specs, Photos &#038; Stories\"}]},{\"@type\":\"WebSite\",\"@id\":\"https:\\\/\\\/migflug.com\\\/#website\",\"url\":\"https:\\\/\\\/migflug.com\\\/\",\"name\":\"MiGFlug\",\"description\":\"Fly a Jet Fighter Yourself\",\"publisher\":{\"@id\":\"https:\\\/\\\/migflug.com\\\/#organization\"},\"potentialAction\":[{\"@type\":\"SearchAction\",\"target\":{\"@type\":\"EntryPoint\",\"urlTemplate\":\"https:\\\/\\\/migflug.com\\\/?s={search_term_string}\"},\"query-input\":{\"@type\":\"PropertyValueSpecification\",\"valueRequired\":true,\"valueName\":\"search_term_string\"}}],\"inLanguage\":\"cs\"},{\"@type\":\"Organization\",\"@id\":\"https:\\\/\\\/migflug.com\\\/#organization\",\"name\":\"MiGFlug GmbH\",\"url\":\"https:\\\/\\\/migflug.com\\\/\",\"logo\":{\"@type\":\"ImageObject\",\"inLanguage\":\"cs\",\"@id\":\"https:\\\/\\\/migflug.com\\\/#\\\/schema\\\/logo\\\/image\\\/\",\"url\":\"https:\\/\\/migflug.com\\/wp-content\\/uploads\\/2018\\/10\\/logo-migflug-blue.png\",\"contentUrl\":\"https:\\/\\/migflug.com\\/wp-content\\/uploads\\/2018\\/10\\/logo-migflug-blue.png\",\"width\":200,\"height\":100,\"caption\":\"MiGFlug GmbH\"},\"image\":{\"@id\":\"https:\\\/\\\/migflug.com\\\/#\\\/schema\\\/logo\\\/image\\\/\"},\"sameAs\":[\"https:\\\/\\\/www.facebook.com\\\/MiGFlug\\\/\",\"https:\\\/\\\/x.com\\\/migflug\",\"https:\\\/\\\/www.instagram.com\\\/migflug\\\/\",\"https:\\\/\\\/www.youtube.com\\\/user\\\/MiGFlug\",\"https:\\\/\\\/www.linkedin.com\\\/company\\\/migflug.com\\\/\",\"https:\\\/\\\/www.pinterest.ch\\\/migflug\\\/\"]}]}<\/script>\n<!-- \/ Yoast SEO plugin. -->","yoast_head_json":{"title":"Douglas A-20 Havoc \u2014 History, Specs, Photos & Stories | MiGFlug","description":"Douglas A-20 Havoc (RAF Boston\/Havoc): history, specs, photos, operators map and FAQ. The Soviet Union was its single largest operator.","robots":{"index":"index","follow":"follow","max-snippet":"max-snippet:-1","max-image-preview":"max-image-preview:large","max-video-preview":"max-video-preview:-1"},"canonical":"https:\/\/migflug.com\/cz\/letadlo\/a-20-havoc\/","og_locale":"cs_CZ","og_type":"article","og_title":"Douglas A-20 Havoc \u2014 History, Specs, Photos & Stories | MiGFlug","og_description":"Douglas A-20 Havoc (RAF Boston\/Havoc): history, specs, photos, operators map and FAQ. The Soviet Union was its single largest operator.","og_url":"https:\/\/migflug.com\/cz\/letadlo\/a-20-havoc\/","og_site_name":"MiGFlug","article_publisher":"https:\/\/www.facebook.com\/MiGFlug\/","og_image":[{"width":1920,"height":1454,"url":"https:\/\/ml5psubhxdln.i.optimole.com\/cb:78--.b845\/w:auto\/h:auto\/q:96\/f:best\/https:\/\/migflug.com\/wp-content\/uploads\/2026\/08\/douglas-a-20g-havoc-in-flight-410th-bomb-group-1944.jpg","type":"image\/jpeg"}],"twitter_card":"summary_large_image","twitter_site":"@migflug","twitter_misc":{"Odhadovan\u00e1 doba \u010dten\u00ed":"45 minut"},"schema":{"@context":"https:\/\/schema.org","@graph":[{"@type":"WebPage","@id":"https:\/\/migflug.com\/aircraft\/a-20-havoc\/","url":"https:\/\/migflug.com\/aircraft\/a-20-havoc\/","name":"Douglas A-20 Havoc \u2014 History, Specs, Photos & Stories | MiGFlug","isPartOf":{"@id":"https:\/\/migflug.com\/#website"},"primaryImageOfPage":{"@id":"https:\/\/migflug.com\/aircraft\/a-20-havoc\/#primaryimage"},"image":{"@id":"https:\/\/migflug.com\/aircraft\/a-20-havoc\/#primaryimage"},"thumbnailUrl":"https:\/\/ml5psubhxdln.i.optimole.com\/cb:78--.b845\/w:auto\/h:auto\/q:96\/f:best\/https:\/\/migflug.com\/wp-content\/uploads\/2026\/08\/douglas-a-20g-havoc-in-flight-410th-bomb-group-1944.jpg","datePublished":"2026-08-09T20:38:05+00:00","description":"Douglas A-20 Havoc (RAF Boston\/Havoc): history, specs, photos, operators map and FAQ. The Soviet Union was its single largest operator.","breadcrumb":{"@id":"https:\/\/migflug.com\/aircraft\/a-20-havoc\/#breadcrumb"},"inLanguage":"cs","potentialAction":[{"@type":"ReadAction","target":["https:\/\/migflug.com\/aircraft\/a-20-havoc\/"]}]},{"@type":"ImageObject","inLanguage":"cs","@id":"https:\/\/migflug.com\/aircraft\/a-20-havoc\/#primaryimage","url":"https:\/\/ml5psubhxdln.i.optimole.com\/cb:78--.b845\/w:auto\/h:auto\/q:96\/f:best\/https:\/\/migflug.com\/wp-content\/uploads\/2026\/08\/douglas-a-20g-havoc-in-flight-410th-bomb-group-1944.jpg","contentUrl":"https:\/\/ml5psubhxdln.i.optimole.com\/cb:78--.b845\/w:auto\/h:auto\/q:96\/f:best\/https:\/\/migflug.com\/wp-content\/uploads\/2026\/08\/douglas-a-20g-havoc-in-flight-410th-bomb-group-1944.jpg","width":1920,"height":1454,"caption":"A Douglas A-20G Havoc of the 647th Bomb Squadron, 410th Bomb Group, USAAF, in flight in the summer of 1944. Photo: U.S. Army Air Forces (public domain), via Wikimedia Commons."},{"@type":"BreadcrumbList","@id":"https:\/\/migflug.com\/aircraft\/a-20-havoc\/#breadcrumb","itemListElement":[{"@type":"ListItem","position":1,"name":"Startseite","item":"https:\/\/migflug.com\/"},{"@type":"ListItem","position":2,"name":"Book of Beasts \u2014 The Big Military Aircraft Encyclopedia","item":"https:\/\/migflug.com\/aircraft\/"},{"@type":"ListItem","position":3,"name":"Douglas A-20 Havoc \u2014 History, Specs, Photos &#038; Stories"}]},{"@type":"WebSite","@id":"https:\/\/migflug.com\/#website","url":"https:\/\/migflug.com\/","name":"MiGFlug","description":"Zal\u00e9tejte si sami st\u00edha\u010dkou","publisher":{"@id":"https:\/\/migflug.com\/#organization"},"potentialAction":[{"@type":"SearchAction","target":{"@type":"EntryPoint","urlTemplate":"https:\/\/migflug.com\/?s={search_term_string}"},"query-input":{"@type":"PropertyValueSpecification","valueRequired":true,"valueName":"search_term_string"}}],"inLanguage":"cs"},{"@type":"Organization","@id":"https:\/\/migflug.com\/#organization","name":"MiGFlug GmbH","url":"https:\/\/migflug.com\/","logo":{"@type":"ImageObject","inLanguage":"cs","@id":"https:\/\/migflug.com\/#\/schema\/logo\/image\/","url":"https:\/\/migflug.com\/wp-content\/uploads\/2018\/10\/logo-migflug-blue.png","contentUrl":"https:\/\/migflug.com\/wp-content\/uploads\/2018\/10\/logo-migflug-blue.png","width":200,"height":100,"caption":"MiGFlug GmbH"},"image":{"@id":"https:\/\/migflug.com\/#\/schema\/logo\/image\/"},"sameAs":["https:\/\/www.facebook.com\/MiGFlug\/","https:\/\/x.com\/migflug","https:\/\/www.instagram.com\/migflug\/","https:\/\/www.youtube.com\/user\/MiGFlug","https:\/\/www.linkedin.com\/company\/migflug.com\/","https:\/\/www.pinterest.ch\/migflug\/"]}]}},"_links":{"self":[{"href":"https:\/\/migflug.com\/cz\/wp-json\/wp\/v2\/pages\/20804","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/migflug.com\/cz\/wp-json\/wp\/v2\/pages"}],"about":[{"href":"https:\/\/migflug.com\/cz\/wp-json\/wp\/v2\/types\/page"}],"author":[{"embeddable":true,"href":"https:\/\/migflug.com\/cz\/wp-json\/wp\/v2\/users\/1"}],"replies":[{"embeddable":true,"href":"https:\/\/migflug.com\/cz\/wp-json\/wp\/v2\/comments?post=20804"}],"version-history":[{"count":1,"href":"https:\/\/migflug.com\/cz\/wp-json\/wp\/v2\/pages\/20804\/revisions"}],"predecessor-version":[{"id":20805,"href":"https:\/\/migflug.com\/cz\/wp-json\/wp\/v2\/pages\/20804\/revisions\/20805"}],"up":[{"embeddable":true,"href":"https:\/\/migflug.com\/cz\/wp-json\/wp\/v2\/pages\/15960"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/migflug.com\/cz\/wp-json\/wp\/v2\/media\/20795"}],"wp:attachment":[{"href":"https:\/\/migflug.com\/cz\/wp-json\/wp\/v2\/media?parent=20804"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}