Restoration of rare 1947 KZ Vll with EI’s CGR-30P
by Scandinavian Aero Industry

…All the data from the CGR-30P provided me valuable and good understanding
of knowing precisely what was going on in the engine compartment.
The CGR-30P was able to show engine changes from flight to flight
and the progress of the breaking-in process.

The aircraft is a 1947 manufactured KZ VII by Scandinavian Aero Industry, Copenhagen, Denmark. The only one in America. In total, 56 were manufactured between 1946 and 1954. The company SAI made just a few more than 200 aircraft of different types between KZ I through KZ X. SAI was established in 1937 and stopped operations in 1963. KZ stands for Viggo Kramme and Karl Gustav Zeuthen. Kramme was the hands-on mechanic and builder, Zeuthen the engineer, both pilots. As of today about 35 KZ VII have survived, around 20 airworthy, and handful located in Iceland, Finland and Switzerland (and the USA), the majority in Denmark, and the rest are basket cases or in museums.

I brought the aircraft with me (and my wife) when moving to California late in 2002 from Denmark. We are both Danish natives. The aircraft was bought in Germany 1998 after hauling up glider for nearly 40 years in Kiel. A 2 1/2 year restoration followed finished in June 2001.

I had an emergency crash in Elko, Nevada in 2005 on my return journey from Oshkosh, where the aircraft was awarded a Bronze Lindy. After 11 years of restoration, the aircraft is better than new with all the up-grades. First flight was in late August 2016.

The reason for the crash was carburetor ice at 3-400 feet on descend for landing in Elko. The runway was out of reach due to a 20-25 knots headwind. The city of Elko is embracing the airport. The only way out was a parking lot downtown. My pilot friend and I could walk away.

The only parts what could be re-used where the rear fuselage with tail, horizontal stabilizer, elevator, rudder and the fittings located in the damaged wings, flaps, and ailerons. The latter and the horizontal stabilizer are all wood. Everything else was build according to plans from Denmark, and input from the damage parts. In order to avoid another “carb-ice” incident, the engine now is equipped with fuel injection by Airflow Performance. The motor is a Rolls Royce O-300-D (Continental license built in Europe) now an IO-300-D, a mix of the old engine and heavy amount of other parts from a donor engine, which was completely overhauled to new specs and balanced. Further, the pistons were changed to 9:1 (from 7:1) which with tuned exhaust gives 25-30 horses more than the standard 145 HP.

“My Old Lady” in the hangar is my mistress. Due to fuel injection, which required dual electrical pumps, (the mechanical pump can not supply sufficient fuel pressure), the ship had to be all electrical. The -D in O-300-D means a pad for a vacuum pump. The pad could be used for a B&C 20-25 An auxiliary alternator. The main alternator is 60 Amps. Therefore two electrical circuits, each with an Odyssey battery, with cross feed possibility. A vintage/classic aircraft, although now electrical, need to have round instruments, no glass cockpit, in my view. The extra horses – and extra heat – calls for attention to the operation. JPI has square instrumentation but was not a solution for me. When getting closer to make up my mind for instrumentation and electrical system during re-building the aircraft I had to wait and hope, that something would show up. Also, my instrument panel has limited space and is divided by a radio-stack. The stack can not be moved further to the right due to a connecting bar and arm for the dual throttle behind the pane.

There are throttle handles located both left and right. (The center Y-stick is located between the seats and in front of a center armrest). I wanted to have all instrumentation and toggles in front of the pilot seat. And suddenly, in late in 2013 the CGR-30P appeared and could fulfill all my wishes. A traditional 6-pack 3 1/4 instrumentation + a 2 1/8 gauge for volt/amp. Top row: air speed indicator, TruTrak Attitude Indicator ADI, MGL altitude and Vertical Speed Indicator. Bottom row: TruTrak Turn&Bank, CGR-30P, Trio Wing Leveler (one axis “autopilot”). I am very happy with my layout, and it works perfectly and handy when you need to have your right hand on the center Y-stick all the time. There are no instruments in front of the co-pilot/navigator seat.

The CGR-30P has been a priceless tool for breaking-in the new engine. The instrument and sensors were calibrated with specific operational limitations for all engine variables. With the use of CHT, EGT, oil temperature, RPM and fuel flow is was possible to adjust and control all parameters in order to make a safe and thorough break-in of the engine. All the data from the CGR-30P provided me a valuable and good understanding of knowing precisely what was going on in the engine compartment. The CGR-30P was able to show engine changes from flight to flight and the progress of the breaking-in process. The instrumentation could secure an equal operational condition for every flight, and showed when the oil temperature was slightly declining as the piston rings were gradually “fitting-in” inside the cylinder barrels, often on hourly basis.

The installation of the CGR-30P with all the sensors, CHT, EGT, pressure transducers for oil and fuel, fuel flow, OAT, oil temperature and wiring were all straight forward. At first, the whole package looks overwhelming, but when you start to organize your layout everything clicks together. Very good labeling, installation information, and schematics, diagrams and connection info. All easy step-by-step to understand and to follow. Everything worked perfectly on start-up. The set-up EI is providing makes it possible to do the instrument panel and wiring through the firewall, and then do the engine compartment independently. At the end, you choose the wiring route and connect each wire one at the time. Very nice, beautiful and satisfactory.



By knowing the engine data and learning about the operation provides me an opportunity also to see any ‘wrong-doing” as an early warning and to take preventive actions.

I have had communication with EI staff, Daniel Bennett and Blake Bye. I appreciate their comprehensive, kind and fast responses every time. It is wonderful to work with people that show good customer service attitude and with attention to details. I am grateful for being in good hands, and happy for choosing Electronics International.

Yes, I am very satisfied and pleased. The system is removing any kind of guesswork regarding engine operation. The resolution provides adequate information and fast response on input or changes of operation. In the past engine operation was much more a “feeling” combined with guesswork, and very coarse, not anymore.

Kind Regards,

Name: Jon Vanbragt
Model: Mooney M20 J

I considered JPI830 but your CGR-30P provides more information, cost less and is a certified replacement for my primary instruments. All in a clear display with space friendly form factor.

Name: Gary Isaacs

Why did I purchase the CGR-30P? The outstanding customer support was number one. Also, the CGR-30P’s color display, the multitude of features and the quality of your components sold me!

Name: Ken Felix
Model: 8GCBC Scout

I selected the CGR-30P because it replaced 6 other instruments in my American Champion Scout. It is easier to read and has a nice compact size with a clean presentation. I have used other EI products and have been happy with all of them.