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{{Infobox aircraft
| name = La-7
| image = File:Lavochkin La-7 ’27 white’ (25168790698).jpg
| caption = La-7 in the [[Central Air Force Museum]], [[Monino]], Russia
| type = [[Fighter aircraft|Fighter]]
| national_origin = [[Soviet Union]]
| design_group = [[Lavochkin|S.A. Lavochkin Design Bureau]]
| builder = [[Sokol Aircraft Plant|Plant No.21]] ([[Nizhny Novgorod|Gorky]]), [[Dux Factory#Plant|Plant No.381]] ([[Moscow]]), [[Ulan-Ude Aviation Plant|Plant No.99]] ([[Ulan-Ude]])
| first_flight = 1 February 1944 (La-5 mod. 1944)
| introduction = June 1944
| retired = 1952 ([[Soviet Air Forces]])
| status = Retired
| primary_user = [[Soviet Air Forces]]
| more_users = [[Czechoslovak Air Force]]
| produced = May 1944 - August 1946
| number_built = 5,753 (+ 582 trainers)<ref>Yakubovich 2017, p. 28</ref>
| developed_from = [[Lavochkin La-5]]
| developed_into = [[Lavochkin La-126]]
}}

The '''Lavochkin La-7''' ({{langx|ru|Лавочкин Ла-7}}; [[NATO reporting name]]: '''Fin''')<ref>Jane's All the World's Aircraft 1955-56 p. 188</ref> is a piston-engined single-seat [[Soviet Union|Soviet]] [[fighter aircraft]] developed during [[World War II]] by the [[Lavochkin|Lavochkin Design Bureau]]. It was a development and refinement of the [[Lavochkin La-5]], and the last in a family of aircraft that had begun with the [[Lavochkin-Gorbunov-Goudkov LaGG-1|LaGG-1]] in 1938. Its [[maiden flight|first flight]] was in early 1944 and it entered service with the [[Soviet Air Forces]] later in the year. A small batch of La-7s was given to the [[Czechoslovak Air Force]] the following year, but it was otherwise not exported. Armed with two or three {{convert|20|mm|abbr=on|1}} cannon, it had a top speed of {{convert|661|km/h|sp=us}}. The La-7 was felt by its pilots to be at least the equal of any German piston-engined fighter. It was phased out in 1947 by the Soviet Air Force, but served until 1950 with the Czechoslovak Air Force.<ref>La-5/7 vs Fw 190: Eastern Front 1942–45 p.78</ref>

==Design and development==
By 1943, the La-5 had become a mainstay of the [[Soviet Air Forces]], yet both its head designer, [[Semyon Lavochkin]], as well as the engineers at the [[TsAGI|Central Aerohydrodynamics Institute]] ({{langx|ru|TsAGI}}), felt that it could be improved upon. ''TsAGI'' refined earlier studies of aerodynamic improvements to the La-5 airframe in mid-1943 and modified La-5FN c/n 39210206 to evaluate the changes. These included complete sealing of the engine cowling, rearrangement of the wing center section to accommodate the oil cooler and the relocation of the engine air intake from the top of the cowling to the bottom to improve the pilot's view.<ref>Gordon 2003, p. 65.</ref>

The aircraft was evaluated between December 1943 and February 1944 and proved to have exceptional performance. Using the same engine as the standard La-5FN c/n 39210206 had a top speed of {{convert|684|km/h|sp=us}} at a height of {{convert|6150|m|sp=us}}, some {{convert|64|km/h|sp=us}} faster than the production La-5FN. It took 5.2 minutes to climb to {{convert|5000|m|0|sp=us}}. It was faster at low to medium altitudes than the La-5 that used the more powerful prototype [[Shvetsov M-71]] engine.<ref>Gordon 2003, pp. 65, 126.</ref>

Lavochkin had been monitoring ''TsAGI''{{'}}s improvements and began construction in January 1944 of an improved version of the La-5 that incorporated them as well as lighter, but stronger, metal wing [[spar (aviation)|spar]]s to save weight. The La-5, as well as its predecessors, had been built mostly of wood to conserve [[strategic material]]s such as aircraft alloys. With Soviet strategists now confident that supplies of these alloys were unlikely to become a problem, Lavochkin was now able to replace some wooden parts with alloy components. In addition Lavochkin made a number of other changes that differed from c/n 39210206. The engine air intake was moved from the bottom of the engine cowling to the [[wing root]]s, the wing/fuselage [[fillet (mechanics)|fillet]]s were streamlined, each engine cylinder was provided with its own exhaust pipe, the engine cowling covers were reduced in number, a rollbar was added to the cockpit,<ref name=g66>Gordon 2003, pp. 65–66</ref> longer shock struts were fitted for the main landing gear while that for the tail wheel was shortened, an improved PB-1B(V) gunsight was installed, and a new VISh-105V-4 propeller was fitted.<ref name=g165>Gunston, p. 165</ref> Three prototype {{convert|20|mm|abbr=on}} [[Berezin B-20]] [[autocannon]] were mounted in the engine cowling, [[Synchronization gear|firing through the propeller]], arming the 1944 standard-setter ({{lang|ru|etalon}}), as the modified aircraft was named.<ref name=g66/>

The ''etalon'' only made nine test flights in February and March 1944 before testing had to be suspended after two engine failures, but quickly proved itself to be the near-equal of c/n 39210206. It was {{convert|180|kg|sp=us}} lighter than the earlier aircraft, which allowed the ''etalon'' to out-climb the other aircraft (4.45 minutes against 5.2 minutes climb to 5,000 meters). It was {{convert|33|km/h|1}} slower at sea level, but only {{convert|4|km/h|1|sp=us}} slower at {{convert|6000|m|0|sp=us}}. The flight tests validated Lavochkin's modifications and it was ordered into production under the designation of La-7, although the B-20 cannon were not yet ready for production and the production La-7 retained the two 20-mm [[ShVAK cannon]] armament of the La-5.<ref>Gordon 2003, pp. 66, 126.</ref>

[[File:Lavochkin La-7 27 white (9705727302).jpg|thumb|left|La-7 with [[Shvetsov ASh-82]]FN engine]]
Five La-7s were built in March by Factory ({{lang|ru|Zavod}}) [[Dux Factory|Nr. 381]] in [[Moscow]] and three of these were accepted by the Air Force that same month. The Moscow factory was the fastest to complete transition over to La-7 production and the last La-5FN was built there in May 1944. ''Zavod'' Nr. 21 in [[Nizhny Novgorod|Gorky]] was considerably slower to make the change as it did not exhaust its stock of wooden La-5 wings until October. The quality of the early production aircraft was significantly less than the ''etalon'' due to issues with the engine, incomplete sealing of the cowling and fuselage, and defective propellers. One such aircraft was tested, after these problems had been fixed, by the Flight Research Institute ({{lang|ru|Lyotno-Issledovatel'skiy Institut}}) and proved to be only {{convert|6|km/h|1|sp=us}} slower than the ''etalon'' at altitude. Aircraft from both factories were evaluated in September by the Air Force Scientific Test Institute ({{lang|ru|NII VVS}}) and the problems persisted as the aircraft could only reach {{convert|658|km/h|sp=us}} at a height of {{convert|5900|m|0|sp=us}} and had a time to altitude of 5.1 minutes to {{cvt|5000|m}}.<ref>Gordon 2003, pp. 66, 69, 126.</ref>

Combat trials began in mid-September 1944 and were generally very positive. However four aircraft were lost to engine failures and the engines suffered from numerous lesser problems, despite its satisfactory service in the La-5FN. One cause was the lower position of the engine air intakes in the wing roots of the La-7 which caused the engine to ingest sand and dust. One batch of flawed wings was built and caused six accidents, four of them fatal, in October which caused the fighter to be grounded until the cause was determined to be a defect in the wing spar.<ref name=g39>Gordon 2008, p. 239</ref>

Production of the first aircraft fitted with three B-20 cannon began in January 1945 when 74 were delivered. These aircraft were {{convert|65|kg|sp=us}} heavier than those aircraft with the two ShVAK guns, but the level speed was slightly improved over the original aircraft. However, the time to climb to {{cvt|5000|m}} increased by two-tenths of a second over the older model. More than 2,000 aircraft were delivered before the war's end, most by Zavod Nr. 21. A total of 5,753 aircraft had been built by ''Zavod'' Nr. 21, Nr. 381, and Nr. 99 in [[Ulan-Ude]],<ref>Gordon 2008, pp. 239–240</ref> when production ended in early 1946.<ref name=g165/>

==Operational history==
[[File:2007-08-cesko-317.jpg|thumb|A La-7 of the Czech Air Force on display at the Prague Aviation Museum, Kbely]]
The 63rd Guards Fighter Aviation Regiment (GIAP) began combat trials of the La-7 in mid-September 1944 in support of the [[1st Baltic Front]]. Thirty aircraft were provided for the trials, which lasted one month. During this time the new fighters made 462 individual [[sortie]]s and claimed 55 aerial victories while losing four aircraft in combat. Four other La-7s were lost to non-combat causes, mostly related to engine problems. A total of three pilots were killed during the trials to all causes.<ref name=g39/>

63rd GIAP regimental commander Colonel Yevgeny Gorbatyuk, a [[Hero of the Soviet Union]], commented: "The La-7 exhibited unquestionable advantages over German aircraft in multiple air combats. In addition to fighter tasks, photo reconnaissance and bombing were undertaken with success. The aircraft surpasses the La-5FN in speed, manoeuvrability, and, especially, in the landing characteristics. It requires changes in its armament, and urgent fixing of its engine."<ref name=g39/> The twin ShVAK armament inherited from the La-5 was no longer powerful enough to bring down later, more heavily armored German fighters, especially the [[Focke-Wulf Fw 190]], in a single burst, even when Soviet pilots opened fire at ranges of only {{convert|50|-|100|m|sp=us}}.<ref name=g39/>

The 156th Fighter Aviation Regiment of the [[4th Air Army (Russia)|4th Air Army]] was the next unit to receive the La-7 in October 1944. At one point during the month, they had fourteen aircraft simultaneously unserviceable with engine failures.<ref name=g39/> By 1 January 1945 there were 398 La-7s in front-line service of which 107 were unserviceable.<ref>{{cite web|url=http://ilpilot.narod.ru/vvs_tsifra/gl_3/3.113.html|script-title=ru:Качественный состав боевых самолетов воздушных армий фронтов к началу кампании в Европе на 1 января 1945 г.|work=Советская авиация в Великой Отечественной войне в цифрах (1941 – 1945 гг.)|publisher=ilpilot.narod.ru|language=ru|access-date=9 April 2010}}</ref> By 9 May 1945 this had increased to 967 aircraft, of which only 169 were unserviceable.<ref>{{cite web|url=http://ilpilot.narod.ru/vvs_tsifra/gl_3/3.115.html|script-title=ru:Качественный состав боевых самолетов воздушных армий фронтов к концу Великой Отечественной войны на 10 мая 1945 г.|work=Советская авиация в Великой Отечественной войне в цифрах (1941 – 1945 гг.)|publisher=ilpilot.narod.ru|language=ru|access-date=9 April 2010}}</ref> For the [[Soviet invasion of Manchuria|invasion of Japanese Manchuria]], 313 La-7s were assigned and only 28 of these were unserviceable on 9 August 1945.<ref>{{cite web|url=http://ilpilot.narod.ru/vvs_tsifra/gl_3/3.117.html|script-title=ru:Качественный состав боевых самолетов воздушных армий фронтов к началу войны с Японией на 9 августа 1945 г.|work=Советская авиация в Великой Отечественной войне в цифрах (1941 – 1945 гг.)|publisher=ilpilot.narod.ru|language=ru|access-date=9 April 2010}}</ref>

The La-7 was flown by the top Soviet ace of the war, [[Ivan Nikitovich Kozhedub]] and was successfully used by him to down an [[Messerschmitt Me 262|Me 262]] jet fighter, one of the few such shoot downs of the war. Kozhedub, a three-time [[Hero of Soviet Union]], scored his last 17 air victories in 1945 in the La-7 numbered 27, which is now preserved in the [[Central Air Force Museum]] at [[Monino]] on the outskirts of Moscow.{{citation needed|date=December 2022}}

One fighter regiment of the 1st Czechoslovak Composite Aviation Division was later equipped with the La-7 after participating in the [[Slovak National Uprising]] of August–October 1944 with La-5FN.<ref name=g84/> A total of 56 aircraft were delivered and equipped the 1st and 2nd Fighter Regiments. The bulk of the aircraft, however, were delivered in 1945 and saw no combat during the war.<ref>Stapfer, p. 43</ref> It remained in service with the Czechoslovaks until 1950 and was designated postwar by them as the S-97. One of these aircraft survives in the [[Prague Aviation Museum, Kbely]].<ref name=g84>Gordon 2003, p. 84</ref> Despite reports to the contrary, no La-7s were ever sold or transferred to the [[People's Republic of China]] or [[North Korea]]. Such reports arose from misidentification by Western pilots of the [[Lavochkin La-9|La-9]]s or [[Lavochkin La-11|La-11]]s that were given to those countries.<ref>Gordon & Komissarov (2014), pp. 76, 265</ref>

The British test pilot, [[Eric Brown (pilot)|Eric Brown]], was given the chance to fly an La-7 at the [[Tarnewitz test site|former ''Erprobungsstelle Tarnewitz'']] Luftwaffe aircraft test station on the Baltic coast, shortly after the German surrender in May 1945. He described the handling and performance as "quite superb", but the armament and sights were "below par", the "wooden construction would have withstood little combat punishment" and the instrumentation was "appallingly basic".<ref>Brown, Captain Eric (2007), ''Wings on my Sleeve'', Phoenix (Orion Books) {{ISBN|978-0-7538-2209-8}} (pp. 121–22)</ref>

Production of the La-7 amounted to 5,753 aircraft, plus 584 La-7UTI [[trainer (aircraft)|trainer]]s.<ref group=Note>It is uncertain if these La-7UTIs are included in the overall production total.</ref> Those aircraft still in service after the end of the war were given the [[NATO reporting name]] '''Fin'''.<ref>{{cite web|url=http://www.designation-systems.net/non-us/soviet.html#_Listings_Fighter|title=Designations of Soviet and Russian Military Aircraft and Missiles|last=Parsch|first=Andreas|author2=Martynov, Aleksey V.|date=18 January 2008|publisher=Designation-Systems.Net|access-date=14 April 2010}}</ref> The follow-up model, the La-9, despite its outward similarity, was a completely new design.<ref name=g42>Gordon 2008, p. 242</ref>

===Tactical significance===
The La-7 ended the superiority in vertical maneuverability that the [[Messerschmitt Bf 109]]G had previously enjoyed over other Soviet fighters.<ref>Gordon 2003, p. 76</ref> Furthermore, it was fast enough at low altitudes to catch, albeit with some difficulties, Focke-Wulf Fw 190 fighter-bombers that attacked Soviet units on the front lines and immediately returned to German-controlled airspace at full speed. The [[Yakovlev Yak-3]] and the [[Yakovlev Yak-9]]U with the [[Klimov VK-107]] engine lacked a large enough margin of speed to overtake the German raiders. 115 La-7s were lost in air combat, only half the number of Yak-3s.<ref name=g84/> According to VVS-KA records, only 3 La-7s were actually shot down in air combat in all of 1944 and a mere 10 fell victim to anti-aircraft fire with a further 23 due to non-combat cause. Losses to air combat in 1945 stand at 79 in total, with 115 overall. However, aircraft that went missing (not returning) or lost to wear are not included, e.g. 24 additional La-7s went missing in 1944. However, the total VVS-KA record loss may not give a true picture of combat losses, as combat losses were often claimed as non-combat losses either to conceal losses or for propaganda purposes.<ref>Lavochkin Fighters of the Second World War pp.133-36, 190-91</ref>

==Variants==

===La-7TK===
:One aircraft used to evaluate the TK-3 [[turbosupercharger]] in July 1944 in the hopes of improving high-altitude performance. It was destroyed when the TK-3 disintegrated in flight.<ref name=g165/>

===La-7R===
:[[Testbed]] for a tail-mounted liquid-fuelled RD-1KhZ [[rocket engine]].<ref>{{cite journal|date=November 1976|title=Last of the Wartime Lavochkins|journal=[[Air International]] |location=Bromley, Kent|volume=11|issue=5|pages=245–246}}</ref> The rocket was rated at {{convert|300|kgf|lbf}} of thrust and its fuel ({{convert|90|L|0|sp=us}} of [[kerosene]] and {{convert|180|L|0|sp=us}} of [[red fuming nitric acid]]) was expected to last between three and three and a half minutes. While the rocket was firing it increased the fighter's speed by {{convert|80|km/h|0|sp=us}}, but the aircraft's other flying qualities deteriorated. Fifteen flights were made in the first quarter of 1945, although the rocket exploded on the ground on 12 May. The aircraft was repaired, but later had an explosion in flight although the pilot managed to land it safely. Details of any later flights are unknown, but the La-7R was displayed at the August 1946 Tushino Airshow with the rocket firing.<ref>Gordon 2008, p. 241.</ref><ref>Polska Kronika Filmowa, WFDiF 1946/37</ref>

===La-7PVRD===
:[[Testbed]] for two underwing [[ramjet]] engines. The aircraft was expected to reach a speed of {{convert|800|km/h|0|sp=us}} at a height of {{convert|6000|m|0}}, but could not exceed {{convert|670|km/h|0|sp=us}} due to the high [[drag (physics)|drag]] of the ramjets.<ref>Gordon 2008, pp. 240–241.</ref>

===La-7/M-71===
:One aircraft was fitted with the [[Shvetsov M-71]] for trials in 1944. However the engine was not yet ready for service and the program was cancelled.<ref name=g165/>

===La-7UTI===
:Two-seat trainer version. Armament reduced to a single 20&nbsp;mm gun and the oil cooler was relocated underneath the engine cowling.<ref name=g165/> Fitted with a radio compass and [[gun camera]]. Considerably heavier than the fighter at {{convert|3500|kg|0|sp=us}}, but it retained the flying characteristics of the single-seat aircraft. 584 built, the last two delivered in 1947.<ref>Gordon 2008, p. 240.</ref>

==Operators==
[[File:La-7 4 ld.jpg|thumb|Lavochkin La-7 of the 2nd Flight, 1st Fighter Regiment, 4th Air Division, Czechoslovak Air Force, 1947]]
{{Flag|Czechoslovakia}}
* [[Czechoslovak Air Force]]
* Czechoslovak National Security Guard
{{Flag|Soviet Union}}
* [[Soviet Air Forces]]

==Surviving aircraft==

'''Czech Republic'''
* 77 – La-7 on static display at the [[Prague Aviation Museum]] in [[Prague 19|Kbely, Prague]].<ref>{{cite web|title=Lavočkin La-7 (v kódu NATO Fin) – stíhací letoun |url=http://www.vhu.cz:80/cs/stranka/letecke-muzeum/fotogalerie-kbelyl |website=Vojenský Historický Ústav Praha |publisher=Vojenský Historický Ústav |access-date=2 May 2017 |archive-url=https://web.archive.org/web/20120312042823/http://www.vhu.cz/cs/stranka/letecke-muzeum/fotogalerie-kbelyl |archive-date=12 March 2012 |language=cs |url-status=dead }}</ref>

'''Russia'''
* 27 – La-7 on static display at the [[Central Air Force Museum]] in [[Monino|Monino, Moscow]]. It was flown by Ivan Kozhedub.<ref>{{cite web|title=З А Л № 6|url=http://www.monino.ru/index.sema?a=articles&pid=2&id=27|website=Центральный Музей ВВС РФ|access-date=2 May 2017|language=ru}}</ref><ref>{{cite web|title=Airframe Dossier – Lavochkin La-7, s/n 27 white VVS|url=http://aerialvisuals.ca/AirframeDossier.php?Serial=123124|website=Aerial Visuals|publisher=AerialVisuals.ca|access-date=2 May 2017}}</ref>

==Specifications (1945 production model)==
[[File:Lavochkin La-7 3-view.svg|thumb|upright=1.0|Lavochkin La-7]]
{{aircraft specs
|ref=''Soviet Airpower in World War 2''<ref name=g42/>
|prime units?=met
<!--
        General characteristics
-->
|crew=1
|length m=8.6
|length ft=
|length in=
|span m=9.8
|span ft=
|span in=
|height m=2.54
|height ft=
|height in=
|wing area sqm=17.59
|wing area sqft=
|wing area note=
|airfoil=
|empty weight kg=2,638
|empty weight lb=5,816
|empty weight note=
|gross weight kg=3315
|gross weight lb=
|gross weight note=
|fuel capacity=
|more general=
<!--
        Powerplant
-->
|eng1 number=1
|eng1 name=[[Shvetsov ASh-82]]FN
|eng1 type=14-cylinder, two-row, air-cooled [[radial engine|radial]]
|eng1 kw=1380
|eng1 hp=<!-- prop engines -->
|eng1 shp=<!-- prop engines -->
|more power=
|prop blade number=3
|prop name=VISh-105V-4
|prop dia m=<!-- propeller aircraft -->
|prop dia ft=<!-- propeller aircraft -->
|prop dia in=<!-- propeller aircraft -->
|prop note=
<!--
        Performance
-->
|max speed kmh=661
|max speed mph=
|max speed kts=
|max speed note=at {{convert|6000|m|sp=us|abbr=on|0}}
|cruise speed kmh=<!-- if max speed unknown -->
|cruise speed mph=<!-- if max speed unknown -->
|cruise speed kts=
|never exceed speed kmh=
|never exceed speed mph=
|never exceed speed kts=
|range km=665
|range miles=
|range nmi=
|range note=(1944 model)
|combat range km=
|combat range miles=
|combat range nmi=
|ceiling m=10450
|ceiling ft=
|roll rate=<!-- aerobatic -->
|climb rate ms=15.7
|climb rate ftmin=3095
|time to altitude=5.3 minutes to {{convert|5000|m|sp=us|abbr=on|0}}
|wing loading kg/m2=
|wing loading lb/sqft=38.6
|power/mass={{convert|.25|hp/lb|kW/kg|abbr=on|disp=flip}}
|wing loading note=
|more performance=
<!--
Armament -->
|guns=2 × cowl-mounted 20&nbsp;mm [[ShVAK cannon]]s with 200 rounds per gun ''or'' 3 × cowl-mounted 20&nbsp;mm [[Berezin B-20]] cannons with 100 rounds per gun
|bombs=200&nbsp;kg (440&nbsp;lb) of bombs
}}

==See also==
{{Aircontent
|similar aircraft=
* [[Focke-Wulf Fw 190]]
* [[Hawker Tempest]]
* [[Hawker Sea Fury]]
* [[Republic P-47 Thunderbolt]]
* [[Kawasaki Ki-100]]
* [[Yakovlev Yak-3#Variants|Yak-3U]]
|lists=
* [[List of aircraft of World War II]]
* [[List of fighter aircraft]]
* [[List of military aircraft of the Soviet Union and the CIS]]
}}

==Notes==
{{Reflist|group=Note}}

==Footnotes==
{{Reflist|2}}

==Bibliography==
* Bergström, Christer. ''Bagration to Berlin: The Final Air Battle in the East 1944–45''. Hersham, UK, Classic Publications, 2008. {{ISBN|978-1-903223-91-8}}.
* {{cite book|last=Gordon|first=Yefim|title=Lavochkin's Piston-Engined Fighters|publisher=Midland Publishing|location=Earl Shilton, Leicester, UK|year=2003|series=Red Star|volume=10|isbn=1-85780-151-2}}
* {{cite book|last=Gordon|first=Yefim|title=Soviet Airpower in World War 2|publisher=Midland Publishing|location=Hinckley, UK|year=2008|isbn=978-1-85780-304-4}}
* {{cite book|last1=Gordon|first1=Yefim|last2=Komissarov|first2=Dmitry|title=Soviet and Russian Military Aircraft in Asia|date=2014|publisher=Hikoki|location=Manchester, UK|isbn=978-1-902-10929-9|name-list-style=amp}}
* {{Cite book|author=Gunston, Bill|author-link =Bill Gunston|title=The Osprey Encyclopedia of Russian Aircraft from 1875–1995|publisher=Osprey Aerospace |location=London|year=1995|isbn=1-85532-405-9}}
* {{cite book|last=Stapfer|first=Hans-Heiri|title=La 5/7 Fighters in Action|publisher=Squadron/Signal Publications|location=Carrollton, Texas|year=1998|series=Aircraft in Action|volume=169|isbn=0-89747-392-2}}
* Якубович, Н.В. ''Истребитель Ла-7. Гроза реактивных «мессеров»''. Москва: Яуза, ЭКСМО, 2017. Yakubovich, N.V. ''Istrebitel' La-7. Groza reaktivnyh "messerov"'' (''La-7 Fighter. A Thunderstorm for Jet Messerschmitts''). Moscow, Russia: Yauza, EKSMO, 2017. {{ISBN|978-5-699-96071-2}}.

==Further reading==
* Abanshin, Michael E. and Nina Gut. ''Fighting Lavochkin, Eagles of the East No. 1''. Lynnwood, WA: Aviation International, 1993.
* Gordon, Yefim and Dmitri Khazanov. ''Soviet Combat Aircraft of the Second World War, Volume One: Single-Engined Fighters''. Earl Shilton, Leicester, UK: Midland Publishing Ltd., 1998. {{ISBN|1-85780-083-4}}.
* Green, William and Gordon Swanborough. ''WW2 Aircraft Fact Files: Soviet Air Force Fighters, Part 1''. London: Macdonald and Jane's Publishers Ltd., 1977. {{ISBN|0-354-01026-3}}.
* Gunston, Bill. ''Aircraft of World War Two''. London: Octopus Books Limited, 1980. {{ISBN|0-7064-1287-7}}.
* Veštšík, Miloš. ''Lavočkin La-7'' (in Czech/English). Prague, Czech Republic: MBI-Miroslav BÍLÝ Books, 2000. {{ISBN|80-902238-7-7}}.
* Якубович Н.В. "Ла-7, Ла-9, Ла-11. Последние поршневые истребители СССР" (in Russian). М., Яуза: Эксмо, 2014. {{ISBN|978-5-699-76444-0}}.

==External links==
{{Commons category}}
* [http://scalemodels.ru/modules/photo/viewcat_cid_142.html Walkaround on La-7 from Monino Museum (Russia)]
* [http://wio.ru/tacftr/lag.htm Lavochkin fighters]
* [http://www.airliners.net/search/photo.search?aircraft_genericsearch=Lavochkin%20La-7 La-7 photos from Airliners.net]

{{Lavochkin aircraft}}
{{WWIIUSSRAF}}
{{Czech fighters}}
{{Authority control}}

[[Category:Lavochkin aircraft|La-007]]
[[Category:1940s Soviet fighter aircraft]]
[[Category:Low-wing aircraft]]
[[Category:Single-engined tractor aircraft]]
[[Category:Aircraft first flown in 1944]]
[[Category:Aircraft with retractable conventional landing gear]]
[[Category:Single-engined piston aircraft]]