{"product_id":"lavochkin-la-7-soviet-technical-manuals-engineering-documents","title":"Lavochkin La-7 — Soviet Technical Manuals \u0026 Engineering Documents","description":"\u003ch3\u003eLavochkin La-7 — Primary-Source Soviet Technical Documentation\u003c\/h3\u003e\n\u003cp\u003eA curated archival collection of original Soviet state-issued technical manuals covering the Lavochkin La-7 — the pinnacle of Soviet piston-engine fighter development during World War II. Documents originate from \u003cstrong\u003eOborongiz\u003c\/strong\u003e and \u003cstrong\u003eVoenizdat\u003c\/strong\u003e (Soviet military publishing houses), the \u003cstrong\u003eLyotno-Issledovatelsky Institut (LII)\u003c\/strong\u003e — Soviet Flight Research Institute — and the factory of the Order of Lenin named after Sergo Ordzhonikidze. Aerodynamic and performance data reflects studies by \u003cstrong\u003eTsAGI\u003c\/strong\u003e and state acceptance testing by \u003cstrong\u003eNII VVS\u003c\/strong\u003e (Soviet Air Force Research Institute).\u003c\/p\u003e\n\u003chr\u003e\n\u003ch3\u003eDocuments in This Collection\u003c\/h3\u003e\n\u003cul\u003e\n\u003cli\u003e\n\u003cstrong\u003eСамолёт Ла-7 — Описание Конструкции, Книга Третья\u003c\/strong\u003e (Aircraft La-7 — Construction Description, Book Three). Compiled by the Technical Descriptions Group, Factory named after S. Ordzhonikidze. Chief Editor: Engineer B. M. Kanevsky. НКАП СССР \/ Государственное Издательство Оборонной Промышленности, Moscow 1945. Copy No. 5692. Approved by Factory Director, Major General of Aviation Engineering Agadzhanov, 5 September 1944; coordinated by Deputy Chief of VVS KA Technical Exploitation Directorate, Lieutenant General of Aviation Engineering Volkov, 31 October 1944.\u003c\/li\u003e\n\u003cli\u003e\n\u003cstrong\u003eОтчёт № 44-23: Лётные испытания серийного самолёта Ла-7\u003c\/strong\u003e (Report No. 44-23: Flight Testing of the Production La-7 Aircraft, Serial No. 452101-39, Factory No. 21, May 1944 production). Лётно-Исследовательский Институт (LII — Flight Research Institute), USSR. Approved by LII Director, Professor A. V. Chesalov. Archive copy No. 995\/57. Lead Engineer: Kasa B. I. 1944.\u003c\/li\u003e\n\u003cli\u003e\n\u003cstrong\u003eИнструкция по эксплуатации самолётов Ла-7 и Ла-5ФН с мотором АШ-82ФН в зимних условиях\u003c\/strong\u003e (Operating Instructions for La-7 and La-5FN Aircraft with ASh-82FN Engine in Winter Conditions). State Factory of the Order of Lenin and Order of the Red Banner of Labour, named after Sergo Ordzhonikidze. НКАП СССР \/ Оборонгиз, Moscow 1945. Copy No. 1895.\u003c\/li\u003e\n\u003cli\u003e\n\u003cstrong\u003eСамолёт Ла-7 — Инструкция Авиамеханику\u003c\/strong\u003e (Aircraft La-7 — Mechanic's Instruction Manual). Issued by the Military Air Forces of the Red Army (ВВС Красной Армии). Военное Издательство Народного Комиссариата Обороны СССР, Moscow 1946. Copy No. 1333.\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003chr\u003e\n\u003ch3\u003eAerodynamic Refinements — TsAGI Wind Tunnel Studies\u003c\/h3\u003e\n\u003cp\u003eThe La-7's design was driven by systematic parasitic drag elimination rather than raw power increases, following TsAGI wind tunnel analysis of the La-5FN baseline:\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e\n\u003cstrong\u003eIntake Relocation:\u003c\/strong\u003e Top-engine carburetor air scoop deleted; intakes integrated into wing roots to optimize RAM pressure and clean the nose profile.\u003c\/li\u003e\n\u003cli\u003e\n\u003cstrong\u003eRadiator Repositioning:\u003c\/strong\u003e Oil cooler\/radiator assembly moved from under the forward cowl to a ventral tunnel beneath the cockpit.\u003c\/li\u003e\n\u003cli\u003e\n\u003cstrong\u003eInternal Sealing:\u003c\/strong\u003e Engine compartment air leaks into the fuselage fully sealed, drastically reducing internal pressure drag.\u003c\/li\u003e\n\u003cli\u003e\n\u003cstrong\u003eLanding Gear Enclosure:\u003c\/strong\u003e Gear wells and tailwheel assembly modified for 100% flush-fitting enclosure doors when retracted.\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003chr\u003e\n\u003ch3\u003eEngine Technical Notes — Shvetsov ASh-82FN\u003c\/h3\u003e\n\u003cp\u003eThe La-7 was powered by the \u003cstrong\u003eShvetsov ASh-82FN (FNU)\u003c\/strong\u003e — a 14-cylinder, twin-row, air-cooled radial with direct fuel injection.\u003c\/p\u003e\n\u003cul\u003e\n\u003cli\u003e\n\u003cstrong\u003eTake-off \/ Emergency Power:\u003c\/strong\u003e 1,850 hp at 2,500 RPM \/ 1.6 atm boost\u003c\/li\u003e\n\u003cli\u003e\n\u003cstrong\u003eNominal Power:\u003c\/strong\u003e 1,650 hp at 1,650 m altitude\u003c\/li\u003e\n\u003cli\u003e\n\u003cstrong\u003eSupercharger:\u003c\/strong\u003e Two-speed centrifugal; Forsazh (WEP) coupled to first stage, automatically disengaged on second stage to prevent over-boosting.\u003c\/li\u003e\n\u003cli\u003e\n\u003cstrong\u003eDirect Injection:\u003c\/strong\u003e Exceptional stability during negative-G maneuvers and inverted flight — eliminating float carburetor fuel starvation.\u003c\/li\u003e\n\u003cli\u003e\n\u003cstrong\u003eThermal Issues:\u003c\/strong\u003e NII VVS test logs recorded severe overheating during prolonged climbs, requiring strict cockpit cowl flap management.\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003chr\u003e\n\u003ch3\u003eHandling \u0026amp; Stability\u003c\/h3\u003e\n\u003cul\u003e\n\u003cli\u003e\n\u003cstrong\u003eStructural Upgrade:\u003c\/strong\u003e Duralumin wing spars replaced heavier all-wooden La-5 structures — saving weight, reducing thickness, improving rigidity.\u003c\/li\u003e\n\u003cli\u003e\n\u003cstrong\u003eHorizontal Maneuverability:\u003c\/strong\u003e Full 360° banking turn in 19–21 seconds.\u003c\/li\u003e\n\u003cli\u003e\n\u003cstrong\u003eHigh-Speed Control:\u003c\/strong\u003e Control surfaces remained balanced and responsive approaching V\u003csub\u003eNE\u003c\/sub\u003e; excellent lateral roll rates.\u003c\/li\u003e\n\u003cli\u003e\n\u003cstrong\u003eCockpit Ergonomics:\u003c\/strong\u003e Major documented flaw — cockpit temperatures reached +55°C (+131°F) due to proximity to exhaust and oil lines, causing severe pilot fatigue on extended missions.\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003chr\u003e\n\u003ch3\u003ePerformance Data — 1944–1945 State Acceptance Testing\u003c\/h3\u003e\n\u003ctable\u003e\n\u003cthead\u003e\n\u003ctr\u003e\n\u003cth\u003eParameter\u003c\/th\u003e\n\u003cth\u003eSpecification\u003c\/th\u003e\n\u003c\/tr\u003e\n\u003c\/thead\u003e\n\u003ctbody\u003e\n\u003ctr\u003e\n\u003ctd\u003eMaximum Speed (Sea Level)\u003c\/td\u003e\n\u003ctd\u003e595–610 km\/h (370–379 mph) with WEP\u003c\/td\u003e\n\u003c\/tr\u003e\n\u003ctr\u003e\n\u003ctd\u003eMaximum Speed (Altitude)\u003c\/td\u003e\n\u003ctd\u003e661 km\/h (411 mph) at 6,000 m\u003c\/td\u003e\n\u003c\/tr\u003e\n\u003ctr\u003e\n\u003ctd\u003eRate of Climb\u003c\/td\u003e\n\u003ctd\u003e15.7–18.5 m\/s at optimal low altitude\u003c\/td\u003e\n\u003c\/tr\u003e\n\u003ctr\u003e\n\u003ctd\u003eTime to 5,000 m\u003c\/td\u003e\n\u003ctd\u003e5.3 minutes\u003c\/td\u003e\n\u003c\/tr\u003e\n\u003ctr\u003e\n\u003ctd\u003eService Ceiling\u003c\/td\u003e\n\u003ctd\u003e10,450 m (34,280 ft)\u003c\/td\u003e\n\u003c\/tr\u003e\n\u003ctr\u003e\n\u003ctd\u003eOperational Range\u003c\/td\u003e\n\u003ctd\u003e665 km (413 miles)\u003c\/td\u003e\n\u003c\/tr\u003e\n\u003ctr\u003e\n\u003ctd\u003eEmpty \/ Loaded Weight\u003c\/td\u003e\n\u003ctd\u003e2,638 kg \/ 3,310 kg (5,816 \/ 7,297 lbs)\u003c\/td\u003e\n\u003c\/tr\u003e\n\u003c\/tbody\u003e\n\u003c\/table\u003e\n\u003chr\u003e\n\u003ch3\u003eEngineering Bulletins \u0026amp; Armament Modifications\u003c\/h3\u003e\n\u003cul\u003e\n\u003cli\u003e\n\u003cstrong\u003eThe Three-Cannon Dilemma:\u003c\/strong\u003e Original blueprint called for three synchronized 20mm Berezin B-20 autocannons replacing the dual ShVAK setup. Manufacturing delays meant only ~368 triple-gun airframes were produced; the majority retained the twin-ShVAK configuration.\u003c\/li\u003e\n\u003cli\u003e\n\u003cstrong\u003eHydraulic System Bulletins:\u003c\/strong\u003e Late-1944 field bulletins addressed vulnerabilities in pneumatic\/hydraulic flap linkages, occasionally causing asymmetric split-flap extension during high-speed approaches.\u003c\/li\u003e\n\u003cli\u003e\n\u003cstrong\u003eExperimental Variants:\u003c\/strong\u003e La-7R integrated a liquid-fuel rocket engine in the tail; La-7S tested underwing ramjets. Both programs canceled as turbojet technology advanced.\u003c\/li\u003e\n\u003c\/ul\u003e\n\u003chr\u003e\n\u003cp\u003e⚠️ \u003cstrong\u003eRegulatory Notice:\u003c\/strong\u003e Under FAA 14 CFR § 43.13 and EASA Part-M, any mechanic performing maintenance on an active aircraft must use current, manufacturer-approved revision-controlled data. This archival document does not satisfy that requirement.\u003c\/p\u003e\n\u003cp\u003e\u003cem\u003eThis is an archival, static-copy edition fixed at its original publication date. Intended for historical reference, flight simulation, museum restoration, and educational use only. Not approved for active airworthiness maintenance under FAA 14 CFR § 43.13, EASA Part-M, or equivalent international regulations. Operators of active aircraft must use current, revision-controlled publications from the Type Certificate holder or an authorized distributor.\u003c\/em\u003e\u003c\/p\u003e\n\u003cp\u003e\u003cem\u003eLiving Collections with Free Lifetime Updates — Please review our Disclaimer and Export Notice before purchasing.\u003c\/em\u003e\u003c\/p\u003e","brand":"Online Aviation Library","offers":[{"title":"Default Title","offer_id":53513312371035,"sku":null,"price":25.0,"currency_code":"EUR","in_stock":true}],"thumbnail_url":"\/\/cdn.shopify.com\/s\/files\/1\/0955\/4788\/3867\/files\/la-7-banner-no-27-low-pass.png?v=1783253303","url":"https:\/\/onlineaviationlibrary.com\/products\/lavochkin-la-7-soviet-technical-manuals-engineering-documents","provider":"Online Aviation Library","version":"1.0","type":"link"}