View source for SPAD S.VII

{{Short description|French WW1 fighter aircraft}}
{{More citations needed|date=August 2008}}
<!-- This article is a part of [[Wikipedia:WikiProject Aircraft]]. Please see [[Wikipedia:WikiProject Aircraft/page content]] for recommended layout. -->
{{Infobox aircraft
| name = SPAD S.VII
| image = RFC SPAD VII on ground.jpg
| caption = British-built SPAD S.VII of the RFC
| type = Biplane fighter
| national_origin = France
| manufacturer = [[Société Pour L'Aviation et ses Dérivés|SPAD]]
| designer = [[Louis Béchereau]]
| first_flight = May 1916
| introduction = August 1916
| retired = <!--Date the aircraft left service. If vague or more than a few dates, skip this -->
| status = <!--In most cases, redundant; use sparingly-->
| primary_user = [[History of the Armée de l'Air (1909-1942)|''Aéronautique Militaire'']]
| more_users = [[Royal Flying Corps]] - [[Corpo Aeronautico Militare]] - [[Aviation Militaire Belge]] 
| produced = <!--Years in production (eg. 1970-1999) if still in active use but no longer built -->
| number_built = ~6000<ref>Sharpe 2000, p. 270.</ref>
| developed_from = [[SPAD S.A]].
}}

The '''SPAD S.VII C.1''' was the first in a series of single-seat [[biplane]] [[fighter aircraft]] produced by ''[[Société Pour L'Aviation et ses Dérivés]]'' (SPAD) during the [[World War I|First World War]]. Like its successors, the S.VII was renowned as a sturdy and rugged aircraft with good diving characteristics. It was also a stable gun platform, although pilots used to the more manoeuvrable [[Nieuport 17|Nieuport]] fighters found it heavy on the controls. It was flown by a number of famous [[flying ace|aces]], such as France's [[Georges Guynemer]], Italy's [[Francesco Baracca]] and Australia's [[Alexander Pentland]].

==Design and development==

===Origins===
In February 1915, Swiss designer [[Marc Birkigt]] had created [[Hispano-Suiza 8|an overhead cam aviation powerplant]] based on his [[Hispano-Suiza]] V8 automobile engine, resulting in a {{convert|330|lb|adj=on|order=flip}} engine capable of producing {{cvt|140|hp|order=flip}} at 1,400&nbsp;rpm. Further refinement brought the power to {{cvt|150|hp|order=flip}} by July 1915. Given the engine's potential, French officials ordered called upon aircraft designers to create a new high-performance fighter around the engine, called the [[Hispano-Suiza 8A]], with production to begin as soon as possible.

[[Louis Béchereau]], chief designer of the [[Société Pour L'Aviation et ses Dérivés|SPAD]] company, quickly produced a prototype fighter with the new engine. The SPAD V was a version of the [[SPAD S.A]] two-seat "pulpit fighter", which dispensed with the so-called "pulpit" which carried the observer in front of the propeller.

===Design===
[[File:SPAD S.A-2 belonging to Escadrille N49 at Corzieux.jpg|thumb|SPAD S.A.2 two seater that the S.VII was developed from. The observer sat precariously in a basket, the "pulpit", ahead of the propeller.]]
[[File:World War I US Army SPAD VII Biplane (5121166815).jpg|thumb|Both the S.VII and S.XIII shared the exposed aileron bellcrank as part of its control linkage, with the "pulpit" style A.2 (top)]]
One of many many common design features between the new SPAD V and the S.A.2 was the use of a single-bay biplane wing with additional struts mounted mid-bay at the point of junction of the flying and landing wires. This design simplified rigging and reduced drag. The fuselage was of the standard construction for the time, consisting of a wooden frame covered with fabric, while the forward part was covered with metal sheeting. A .303 (7.7mm) [[Vickers machine gun]] was installed above the engine, synchronized to fire through the propeller arc. The prototype was also fitted with a large [[Spinner (aeronautics)|spinner]], to be abandoned later. Another common design feature of both the "pulpit fighters" and the S.VII – also shared with the S.XIII – was the pushrod aileron control linkage, which used a pair of exposed, 90° bellcranks protruding from the lower wing panels to operate vertical pushrods, going up to forward-projecting aileron control horns.

SPAD test pilot Bequet flew the SPAD V for the first time in April 1916.<ref name="Bruce p59">Bruce 1981, p. 59.</ref> Flight testing revealed excellent maximum speed ({{cvt|192|km/h}} and climb rate of 4.5 min to {{cvt|2000|m|-1}}). The airframe's sound construction also enabled a good diving performance. In comparison, the [[Nieuport 17]] sesquiplane fighters that equipped a large part of the fighter units couldn't dive as fast because of their lower weight, but could outclimb the SPADs by a wide margin. The high diving speed promised to give lower-skilled Allied pilots the initiative to engage or leave combat against heavier German fighters. If the new fighter was a rugged and stable shooting platform, many pilots regretted its lack of manoeuverability.

An initial production contract was made on 10 May 1916, calling for 268 machines, to be designated SPAD VII C.1 (C.1, from ''avion de '''c'''hasse'' in French, indicating the aircraft was a fighter, while the 1 indicated it was a single seater).<ref name="Bruce p59"/>

Early production aircraft suffered from numerous defects which took time to resolve and limited deliveries. While a few SPADs arrived at frontline units as early as August 1916, large numbers only began to appear in the first months of 1917. In hot weather, the engine overheated and in cold weather, the engine would not warm up. Field modifications attempted to counter the problem, including cutting extra holes in the metal sheeting to provide more air over the engine. On the production lines, the cowling opening was enlarged and then redesigned with vertical shutters to solve both problems. The engine mount also proved weak, and reinforcements were added.<ref name="Bruce p.61">Bruce 1981, p. 61.</ref> Early production aircraft had two ammunition drums: one for the loaded canvas cartridge belt, and one to hold the empty belt after the rounds had been fired. However, dealing with the fabric belt as it came out of the gun was a significant problem, and was prone to jamming, which was only solved when Prideaux disintegrating ammo links were introduced.

With the initial teething problems solved, several subcontractors began producing the SPAD VII under license. The subcontractors included the firms Grémont, Janoir, Kellner et Fils, [[de Marçay]], Société d'Etudes Aéronautiques, Régy and Sommer. It was not, however, until February 1917 that the last examples from the initial batch of 268 aircraft was delivered.<ref name="Bruce p.62">Bruce 1981, p. 62.</ref> In early 1917, an improved version of the engine developing {{cvt|180|hp|order=flip}}, the Hispano-Suiza 8Ab, was made available. This provided the SPAD VII with better performance, the top speed increasing from {{cvt|192|to|208|km/h}}. The new engine gradually became the standard powerplant for the SPAD VII and by April 1917, all newly produced aircraft were equipped with it.

===Variants and experiments===
Numerous experiments were made to improve performance. A Renault V8 {{cvt|150|hp|order=flip}} powerplant was tested but required major redesign and the performance was not worthwhile. A supercharged Hispano-Suiza engine was also tested, but also failed to significantly improve performance. Different wing profiles were tested but were not incorporated in production models. One field modification was applied in Czechoslovakia after the war when the undercarriage struts of one S.VII were faired over.

Early in the development of the S.VII, the British RFC and RNAS showed an interest in the new fighter. An initial order for 30 aircraft was made but production difficulties kept the delivery rate very low, with production not even meeting French requirements. As the RFC was encountering stronger opposition over the Front, production of the S.VII was initiated in the United Kingdom. [[Blériot & SPAD Aircraft Works]] and [[Mann, Egerton & Co. Ltd.]] were supplied with plans and sample aircraft and to begin production as soon as possible.

The first British-built S.VII was flown and tested in April 1917, and the first aircraft was reported to have performance equal to that of French models. There were however differences between the two. The British were worried about the light armament of the S.VII as most German fighters were now carrying two guns and experiments were made with an extra machine gun on the S.VII. One aircraft was fitted with a Lewis machine gun on the top wing and tested at Martlesham Heath in May 1917, while front line units also made field modifications with [[Foster mounting|Foster mount]]s commonly associated with the  [[Royal Aircraft Factory S.E.5]]. The performance penalty was too drastic for the installation to become standard, and most S.VIIs flew with a single Vickers.

Other distinguishing features of the British-built S.VIIs included a gun fairing and a solid cowling access panel. The gun fairing partially covered the gun and extended rearwards, replacing the windshield. This, however, seriously limited pilot vision to the front and, although retained on training aircraft, was removed on aircraft destined for front line units. The bulged engine access panel located under the exhaust pipe on British models was made of a solid sheet of metal, in place of the louvered panel fitted on French production models. Some British SPADs were also fitted with small spinners on the prop hub.

It was soon apparent that British production lines had lower quality standards than their French counterparts, degrading performance and handling. Poor fabric sewing, fragile tailskids and ineffective radiators plagued the British SPADs. Photographic evidence shows that some had the cylinder bank fairings, or even the entire upper engine cowling, cut out to compensate for the malfunctioning radiators. As a result, most British-built S.VIIs were used for training, with front line units equipped with French-built models. After some 220 had been produced, British production of the S.VII was halted in favour of comparable British types that were becoming available.

In a similar fashion, the [[Dux Factory|Dux factory]] in Moscow produced approximately 100 S.VIIs under licence in 1917, with engines supplied by France. It would appear the engines were often used and/or of lower quality, and that Dux used lower-grade material in building the airframes. This combination of extra weight and weaker powerplants significantly reduced performance.

The total number of aircraft produced is uncertain, with sources varying from 3,825 to some 5,600 SPAD S.VIIs built in France, 220 in the United Kingdom and approximately 100 in Russia. French production numbers may include other SPAD models, and/or S.VIIs produced by other contractors.

The [[SPAD XII]] began as an enlarged S.VII, equipped with a 37&nbsp;mm cannon. It was a distinct type rather than a variant of the S.VII though. the S.VII can be distinguished from both the S.XII and the later and larger S.XIII by having unraked cabane struts, connecting the top wing to the fuselage, as well as differences in armament.

Late models were equipped with {{cvt|130|kW}} or {{cvt|150|kW}} Hispano-Suiza engines. The upgrade produced a top speed of {{cvt|212|km/h}}.

==Operational history==

===France===
[[File:SPAD VII Guynemer Le Bourget 01.JPG|thumb|An original SPAD S.VII at the [[Musée de l'Air et de l'Espace]], once flown by [[Georges Guynemer]] in World War I]]
The French ''Aviation Militaire'' had been sufficiently impressed by the performance of the SPAD V prototype to order a batch of 268 aircraft on 10 May 1916. However, teething problems soon appeared and it would be several months before the SPAD VII would serve in significant numbers on the front, the last aircraft of the initial batch only being delivered in February 1917.

In spite of these delays, some aircraft were delivered to frontline units as early as August 1916, complementing the Nieuport fighters. By this date, the [[Nieuport 11]] that had ended the infamous "[[Fokker scourge]]" episode had been largely replaced by later types such as the [[Nieuport 17]], but these were now being bested by a new generation of German fighters by the second half of 1916 that threatened to give Germany mastery of the skies again. At the same time, the [[rotary engine]]s that had powered most Allied fighters until then were proving difficult to scale further, while the heavier [[Straight engine|inline engines]] were steadily getting more powerful. In this context, it was hoped the new [[Hispano-Suiza 8]]-powered SPAD VII would be able to fight the latest German fighters on better terms. The first aircraft delivered to a frontline unit was S.112 flown by Lt Sauvage of N.65, followed by S.113, assigned to [[Georges Guynemer]] of N.3. Guynemer was already credited with 15 victories at the time, but it was [[Armand Pinsard]] of N.26 who was the first to score an aerial victory on 26 August.

[[File:Vadelaincourt. Spad. Moteur Hispano Suiza - Fonds Berthelé - 49Fi1878-14.jpg|thumb|left|SPAD VII at Vadelaincourt in 1917]]
The introduction of the SPAD VII was not enough to change the balance of the air war, but it allowed both pilots and mechanics to familiarise themselves with the new fighter. Many pilots found the SPAD lacked manoeuverability, and some even returned to the nimbler Nieuports. New tactics based on speed were developed to take advantage of the SPAD's power, and to compensate for its lack of manoeuvrability. The aircraft's capacity to dive safely up to {{cvt|400|km/h}} permitted the pilot to disengage from combat when the situation demanded it.

With early problems solved and production shared between several manufacturers, the SPAD VII was finally available in large numbers at the front in early 1917. By mid-1917, some 500 were in front-line service, having largely replaced the Nieuport. It gained a reputation for being stronger than its predecessors. Its principal shortcoming was its one machine gun armament at a time when the opposing [[Albatros D.III]] fighters were equipped with two. The SPAD VII was gradually replaced by the improved [[SPAD XIII]] in frontline units, but remained in use as a trainer aircraft with Aviation Militaire throughout the war, and it remained as the standard pilot certification test aircraft until 1928.

===Foreign service===
[[File:Spad S.VII NMUSAF.jpg|thumb|left|SPAD S.VII at the [[National Museum of the United States Air Force|National Museum of the US Air Force]]]]
Allied air services were also equipped with the new fighter. The Royal Flying Corps was the first foreign service to receive the SPAD VII, although only [[No. 19 Squadron RAF|19 Squadron]] and [[No. 23 Squadron RAF|23 Squadron]]) used it on the Western Front. Fighter schools in the United Kingdom and [[No. 30 Squadron RAF|30 Squadron]] in Mesopotamia also received SPADs. British-built SPADs were generally used in the training units and in the Middle East, while fighting units in France used superior French-built models. The SPAD VII was replaced by the [[Sopwith Dolphin]] in 19 Squadron in January 1918 – with No. 23 Squadron in April (becoming perhaps the last squadron to use S.VIIs in France).

Russia received a batch of 43 in spring 1917 which were supplemented by approximately 100 SPAD VII manufactured by the [[Dux Factory|Dux factory]] under licence.

Another early user of the SPAD VII was Germany. Several were captured intact and were reportedly used both in combat and for training. [[Rudolf Windisch]] of Jasta 66 flew a SPAD VII with German markings in combat, although it is not known if any aerial victories were achieved.

Belgium equipped the ''5e Escadrille'' (later renamed ''10e Escadrille'') with the S.VII. [[Edmond Thieffry]] was probably the most famous Belgian pilot to fly the type, most other aces preferring the [[Hanriot HD.1]].

Italy began using the SPAD VII in March 1917 where nine ''Squadriglia'' were equipped with it. As was the case in other air services, pilots accustomed to more manoeuverable mounts disliked the new fighter, and again some reverted to the [[Nieuport 27]] or the Hanriot HD.1, which eventually became the standard Italian fighter. [[Francesco Baracca]], Italy's leading ace, was delighted with the new model, and his personal aircraft is preserved in Italy.

When the United States entered the war in 1917, an order for 189 SPAD VIIs was placed for the [[United States Army Air Service]] of the [[American Expeditionary Force]]. The first aircraft were delivered in December 1917. Most were used as advanced trainers to prepare the American pilots for the SPAD XIII.

After the war, surplus SPAD VIIs were used into the late 1920s by numerous countries, including Brazil, Czechoslovakia, Finland, Greece, Japan, the Netherlands, Peru, Poland, Portugal, Romania, Siam, the United States and Yugoslavia.

==Operators==
[[File:SPAD SVII 2.jpg|thumb|Czechoslovakian SPAD S.VII]]
[[File:SPAD SVII Ernesto Cabruna 2009-06-06.jpg|thumb|Ernesto Cabruna SPAD SVII]]
;{{ARG}}: 
*[[Argentine Air Force]] - Postwar - two aircraft.
;{{BEL}}
*[[Belgian Air Force|''Aviation Militaire Belge'']]
**[[5me Escadrille de Chasse]]
*[[Groupe de Chasse (Belgium)|''Groupe de Chasse'']]
**[[10me Escadrille de Chasse]]
;{{BRA}}
*[[Brazilian Air Force]] - Postwar - 15 aircraft.
;{{CHI}}:
*[[Chilean Air Force]] - Postwar - one aircraft
;{{CZS}}
*[[Czech Air Force]] - Postwar - 70–80 aircraft
;{{EST}}
*[[Estonian Air Force]] - Postwar, two aircraft
;{{FIN}}
*[[Finnish Air Force]] - Postwar, one aircraft
;{{FRA}}
*[[French Air Force|''Aéronautique Militaire'']]
**[[Lafayette Escadrille]]
*[[Aeronavale|''Aéronautique Navale'']]
;{{flag|Greece|old}}
*[[Hellenic Air Force]] - Postwar
;{{flag|Kingdom of Italy}}
* ''[[Corpo Aeronautico Militare]]'' - 214 aircraft
* ''[[Regia Aeronautica]]'' - Postwar
;{{JPN}}
[[File:SPAD S.7 C.1 SPA210 2157 009909.jpg|thumb|Captured Dutch SPAD S.VII.]]
;{{NLD}}: - One aircraft
;{{PER}}: - Two aircraft
;{{POL}}
*[[Polish Air Force]] - Post-war
;{{POR}}
*[[Portuguese Air Force]]
;{{flag|Romania}}
*[[Romanian Air Corps]] - Postwar
;{{flag|Russian Empire|1914}}
*[[Imperial Russian Air Service]] - 43 aircraft
;{{SRB}}: - Postwar
;{{flag|Thailand|name=Siam}}<!--Thailand did not yet exist-->
*[[Royal Thai Air Force|Royal Aeronautical Service]] - Postwar.  Locally designated '''B.Kh.3''' ({{langx|th|บ.ข.๓}}).<ref>{{Cite web |title=Thai Military Aircraft Designations |url=https://designation-systems.net/non-us/thailand.html |access-date=2025-03-18 |website=designation-systems.net}}</ref>
;{{USSR}}
*[[Soviet Air Force]] - Postwar.<ref>{{cite web|url= http://worldatwar.net/chandelle/v2/v2n1/redfighter.html |title= Red Fighters }}</ref>
;[[File:Ukraine1918.png|22px]] [[Ukrainian People's Republic]]
* [[Ukrainian People's Republic Air Fleet]]  - Postwar - two aircraft 
;{{UK}}: - 185 aircraft
*[[Royal Air Force]]
*[[Royal Flying Corps]]
**[[No. 17 Squadron RAF|No. 17 Squadron RFC]]
**[[No. 19 Squadron RAF|No. 19 Squadron RFC]]
**[[No. 23 Squadron RAF|No. 23 Squadron RFC]]
**[[No. 30 Squadron RAF|No. 30 Squadron RFC]]
**[[No. 63 Squadron RAF|No. 63 Squadron RFC]]
**[[No. 72 Squadron RAF|No. 72 Squadron RFC]]
**[[No. 92 Squadron RAF|No. 92 Squadron RFC]]
;{{URU}}: - Two aircraft - Fighter Squadron
;{{USA}}
*[[Aviation Section, U.S. Signal Corps]]
*[[United States Army Air Service]] - 189 aircraft
**[[93rd Aero Squadron]]
**[[103rd Aero Squadron]]
;{{flagcountry|Kingdom of Yugoslavia}}
*[[Yugoslav Royal Air Force]] - Postwar

==Surviving aircraft==
[[File:SPAD S.VII 2.jpg|thumb|SPAD S.VII in the Praha-Kbely Airport]]
[[File:SPAD SVII Ruffo 2009-06-06.jpg|thumb|[[Fulco Ruffo di Calabria]] SPAD S.VII]]

;Czech Republic
* 11583 – SPAD VIIC.1 on static display at the [[Prague Aviation Museum]] in [[Prague 19|Kbely, Prague]]. It was flown post-World War I by the Czechoslovak Air Force and then the West Bohemia Aero Club until 1930.<ref>{{cite web|title=SPAD S-VIIC.1 - stíhací letoun|url=http://www.vhu.cz:80/cs/stranka/letecke-muzeum/fotogalerie-kbelyspad|website=Vojenský Historický Ústav Praha|publisher=Vojenský Historický Ústav|access-date=11 May 2017|archive-url=https://web.archive.org/web/20120614012140/http://www.vhu.cz/cs/stranka/letecke-muzeum/fotogalerie-kbelyspad|archive-date=14 June 2012|language=cs|url-status=dead}}</ref>

;France
* S.254 – SPAD VII ''Vieux Charles'' on static display at the [[Musée de l'Air et de l'Espace]] in [[Paris, Île-de-France]]. [[Georges Guynemer]] scored 16 kills in this aircraft in World War I.<ref>{{cite web|title=SPAD VII|url=http://www.museeairespace.fr/aller-plus-haut/collections/spad-vii|website=Musée Air & Espace|access-date=11 May 2017|language=fr}}</ref><ref>{{cite web|title=LE SPAD VII S 254|url=http://www.museeairespace.fr/dossier-thematique/le-spad-vii-s-254|website=Musée Air & Espace|access-date=11 May 2017|archive-url=https://web.archive.org/web/20151013031657/http://www.museeairespace.fr/dossier-thematique/le-spad-vii-s-254|archive-date=13 October 2015|language=fr}}</ref>

;Italy
* S.153 – SPAD VII on static display at the [[Italian Air Force Museum]] in [[Bracciano|Bracciano, Lazio]]. It was flown by [[Fulco Ruffo di Calabria]].<ref>{{cite web|title=SPAD S-VII RUFFO|url=http://www.aeronautica.difesa.it/storia/museostorico/Pagine/SPADS-VIIRuffo.aspx|website=Aeronautica Militare|access-date=11 May 2017|language=it}}</ref>
* Unknown – SPAD VII on static display at the Italian Air Force Museum in Bracciano, Lazio. It was flown by [[Ernesto Cabruna]].<ref>{{cite web|title=SPAD S-VII CABRUNA|url=http://www.aeronautica.difesa.it/storia/museostorico/Pagine/SPADS-VIICabruna.aspx|website=Aeronautica Militare|access-date=11 May 2017|language=it}}</ref>

;United States
* B9913 – SPAD VII is on display at the [[Shannon Airport (Virginia)|Shannon Air Museum]] in [[Fredericksburg, Virginia]]. It was one of 100 British made SPADS built in 1917 by Mann Egerton & Co. Ltd. It was fully restored in 1973.<ref>{{cite web|title=HISTORIC AIRCRAFT|url=http://www.vam.smv.org/pdfs/VAMHistoricAircraft.pdf|website=Virginia Aviation Museum|access-date=11 May 2017|archive-url=https://web.archive.org/web/20160512210401/http://www.vam.smv.org/pdfs/VAMHistoricAircraft.pdf|archive-date=12 May 2016}}</ref><ref>{{cite web|url=https://www.aopa.org/news-and-media/all-news/2018/february/pilot/shannons-rebirth|title=Shannon's rebirth|access-date=7 June 2019|publisher=AOPA Pilot Magazine|date=February 2018}}</ref>
* B9916 – SPAD VIIC.1 on static display at the [[San Diego Air & Space Museum]] in [[San Diego, California]]. Built by Mann Egerton & Co. Ltd in Norwich, England in 1917, it was one of a batch shipped to the United States for use as a trainer. The aircraft was fully restored in 1990 and is 95 percent original.<ref>{{cite web|title=SPAD VII|url=http://sandiegoairandspace.org/collection/item/spad-vii|website=San Diego Air & Space Museum|access-date=11 May 2017}}</ref><ref>{{cite web|title=Airframe Dossier - Societe Pour lAviation et ses Derives (SPAD) S-VIIc1, s/n B9916 RAF|url=http://aerialvisuals.ca/AirframeDossier.php?Serial=9510|website=Aerial Visuals|publisher=AerialVisuals.ca|access-date=11 May 2017}}</ref>
* AS 94099 – SPAD VII on static display at the [[National Museum of the United States Air Force]] in [[Dayton, Ohio]]. It was acquired from the [[Museum of Science and Industry (Chicago)|Museum of Science and Industry]] and restored by the 1st Fighter Wing from 1962 to 1966.<ref>{{cite web|title=SPAD VII|url=https://www.nationalmuseum.af.mil/Visit/Museum-Exhibits/Fact-Sheets/Display/Article/197407/spad-vii/|website=National Museum of the US Air Force|access-date=11 May 2017|date=7 April 2015}}</ref><ref>{{cite web|title=Airframe Dossier - Societe Pour lAviation et ses Derives (SPAD) S-VII, s/n AS94099 USAAS|url=http://aerialvisuals.ca/AirframeDossier.php?Serial=47505|website=Aerial Visuals|publisher=AerialVisuals.ca|access-date=11 May 2017}}</ref>

==Specifications==
{{Aircraft specs
|ref={{cite book|last1=Davilla|first1=Dr. James J.|last2=Soltan|first2=Arthur |title=French Aircraft of the First World War|publisher=Flying Machines Press|location=Mountain View, CA|year=1997|isbn=978-1891268090|page=493}}
|prime units?=met
|crew=1
|length m=6.080
|span m=7.822
|height m=2.20
|wing area sqm=17.85
|empty weight kg=500
|empty weight note=
|gross weight kg=705
|gross weight note=
|more general=
<!-- Powerplant -->
|eng1 number=1|eng1 name=[[Hispano-Suiza 8A]]a|eng1 type=90° V-8 liquid-cooled engine|eng1 kw=|eng1 hp=150
|prop blade number=2<!-- propeller aircraft -->
|prop name=wooden propeller
|prop dia m=
<!-- Performance -->
|perfhide=
|max speed kmh=193
|max speed note=at sea level 
**{{cvt|187|km/h|mph kn}} at {{cvt|2000|m}}
**{{cvt|180|km/h|mph kn}} at {{cvt|3000|m}}
**{{cvt|174|km/h|mph kn}} at {{cvt|4000|m}}
|cruise speed kmh=
|range km=400
|endurance=2.66 hours<!-- if range unknown -->
|ceiling m=5500
|climb rate ms=
|time to altitude=<br />
**6 minutes 40 seconds to {{cvt|2000|m}}
**11 minutes 20 seconds to {{cvt|3000|m}}
|wing loading kg/m2=
|wing loading note=
|power/mass=
<!-- Armament -->
|guns= * 1 × {{cvt|.303|in|order=flip}} [[Vickers machine gun]]
}}

==See also==
{{Aircontent
|related=
*[[Deperdussin Monocoque]]
*[[SPAD S.A]].
*[[SPAD S.XI]]
*[[SPAD S.XII]]
*[[SPAD S.XIII]]
|similar aircraft=<!--1916 biplane fighters-->) 
*[[Albatros D.II]]
*[[Fokker D.IV]]
*[[Nieuport 23]]
*[[Sopwith Pup]]
}}

==References==
===Notes===
{{Reflist}}

===Bibliography===
* Bordes, Gerard. "SPAD." ''Mach 1, L'encyclopédie de l'Aviation, Volume 8. '' Paris: Atlas, 1981, pp.&nbsp;2173–2187.
* Bruce, J.M. "The First Fighting SPADs". ''[[Air Enthusiast]]'', Issue 15, April–July 1981, pp.&nbsp;58–77. Bromley, Kent: Pilot Press. ISSN 0143-5450
* Bruce, J.M. ''SPAD Scouts SVII - SXIII'' (Aircam Aviation Series No. 9). England : Osprey Publications, 1969. {{ISBN|0-85045-009-8}}.
* Connors, John F. Don Greer and Perry Manley. ''SPAD Fighters in Action'' (Aircraft in Action No. 93). Carrollton, Texas: Squadron-Signal, 1989. {{ISBN|0-89747-217-9}}.
* Crosby, Francis. ''A Handbook of Fighter Aircraft''. London: Hermes House, 2003. {{ISBN|1-84309-444-4}}.
* {{cite book|last1=Davilla|first1=Dr. James J.|last2=Soltan|first2=Arthur |title=French Aircraft of the First World War|publisher=Flying Machines Press|location=Mountain View, CA|year=1997 |isbn=978-1891268090}} 
* Gerdessen, Frederik. "Estonian Air Power 1918 – 1945". ''[[Air Enthusiast]]'', No. 18, April – July 1982. pp.&nbsp;61–76. {{ISSN|0143-5450}}.
* Guttman, Jon. ''SPAD SVII Aces of World War 1'' (Osprey Aircraft of the Aces; vol. 39). Oxford: Osprey, 2001. {{ISBN|1-84176-222-9}}.
*{{cite journal |last1=Klaauw|first1=Bart van der|title=Unexpected Windfalls: Accidentally or Deliberately, More than 100 Aircraft 'arrived' in Dutch Territory During the Great War |journal=Air Enthusiast |date=March–April 1999 |issue=80 |pages=54–59 |issn=0143-5450}}
*{{cite journal |last1=Kudlicka|first1=Bohumir|title=Des avions français en Tchécoslovaquie: les unités de chasse sur Spad |journal=Avions: Toute l'Aéronautique et son histoire |date=August 2001 |issue=101 |pages=52–56 |trans-title=French Aircraft in Czechoslovakia: The Fighter Units with Spads|language=fr |issn=1243-8650}}
*{{cite journal |last1=Kudlicka|first1=Bohumir|title=Des avions français en Tchécoslovaquie: les unités de chasse sur Spad |journal=Avions: Toute l'Aéronautique et son histoire: Tout le monde descende! |date=September 2001 |issue=102 |pages=54–58 |trans-title=French Aircraft in Czechoslovakia: Everyone Goes Down!|language=fr |issn=1243-8650}}
* Rimell, R. L., ''Spad 7.C1'' (Windsock Datafile 8). Berkhamsted, UK : Albatros Productions, 1996. {{ISBN|0-948414-12-X}}.
* Sharpe, Michael. ''Biplanes, Triplanes, and Seaplanes''. London: Friedman/Fairfax Books, 2000. {{ISBN|1-58663-300-7}}.
* ''United States Air Force Museum Guidebook''. Wright-Patterson AFB, Ohio: Air Force Museum Foundation, 1975.
* Velek, Martin, ''Spad S.VII C1''. Prague : MARK I, 2004. {{ISBN|80-86637-00-X}}.

==External links==
{{Commons category}}
*[http://www.usaww1.com/Spad_VII.php4 Spad VIIs in the United States Air Service and Lafayette Flying Corps]

{{SPAD aircraft}}
{{Dux aircraft}}
{{Robertson aircraft}}
{{Thai fighter designations}}

{{Authority control}}

{{DEFAULTSORT:Spad S.Vii}}
[[Category:1910s French fighter aircraft]]
[[Category:SPAD aircraft|S.VII]]
[[Category:Aircraft first flown in 1916]]
[[Category:Biplanes]]
[[Category:Single-engined tractor aircraft]]