Detailed specification continued:
| Wing area
|| 68.7 dm2
|| 7.39 sq.ft|
| Wing loading
|| 113.6 gr/dm2
|| 37.2 oz/sq.ft |
6 channels, 8 servos (throttle, rudder,
elevator, 2 aileron, 2 flaps, retract/chocke)
|| Two wheel retract system|
|| Instruction Manual|
| Manufacturers website
Fiberglass fuse and balsa built-up wing.
Wing Covering Material: Covering, painted, decals applied and clear coated. The aircraft has a beautiful flat, non-glossy finish. This is superior to glossy covering materials. It is scratch, tear and wrinkle resistant. The covering material is a brand name covering which has a special paint adherant layer. The covering goes on clear, and is then primed and painted, then clearcoated.
Retracts: including alloy wheels, oleo struts and air or electric system. Incorporate all of the latest design improvements.
By 1943, the La-5 had become a mainstay of the VVS, yet both its head designer, Semyon Lavochkin, as well as the engineers at TsAGI felt that it could be improved upon. The essential method was reducing weight and improving aerodynamic quality. Many improvements were made, these merging into production of the new La-7 fighter. The visible changes included a new position for the oil cooler and superger intake. The result was a higher top speed of 660km/h and turning a full circle took 19-21 seconds. The La-7 was the only Soviet fighter to shoot down a Messerschmitt Me-262, by Ivan Nikitovich Kozhedub on one occasion over Germany on February 15, 1945. The La-7 earned itself a superb combat record by the end of the war, and was flown by the top two Soviet aces of the conflict, one of which was Lt.Col. S.F Dolgushin, commander of the 156th IAP. Total production of the La-7 amounted to 5,753 aircraft.
The tests of the new fighter La-7 was started in the beginning of 1944 . The airplane differed the facilitated design (at last and on airplanes of La metal spars have appeared), reinforced armament and the best aerodynamic properties. On high-speed qualities the airplane has essentially surpassed La-5FN.
On the production machines it was not possible to take into ac only one recommendation reflected in the conclusion about passage by a fighter - on an airplane there was no automatic control unit of operation control of an engine-screw combination. That on FW-190 was operated by moving of one lever, on La-7 demanded manipulations of eight controls. To simplify operation control of an engine-screw combination it was possible only on La-7 from factory number 38101356 which tests passed from March, 20 till April, 8, 1945.