What happened
The FAA’s narrative, in sentence case. The FAA writes it in capitals and removes private details.
PIC statement - shortly after 11:00 a.m. I taxied onto runway 18, announced my takeoff on the CTAF, and applied full power. The takeoff and initial departure climb were normal, no turbulence or rough air of any kind. All my engine temperatures were normal, and the engine was developing full r.p.m. and power. I established a normal climb at 55 m.p.h. IAS which resulted in a 600 f.p.m. ascent.
It was at this time that the engine failed, coming to a complete stop. The ?wind down? Took 1-2 seconds, possibly less. I established my best glide speed of 60 m.p.h. and then announced the trouble on the CTAF. I did not declare an emergency nor call a mayday.
I spotted a field to the right of my course that, while it appeared to be overgrown with weeds, had a gravel road running through it oriented nearly in line with the prevailing winds. The lack of vegetation on the road allowed me to judge the relative smoothness of the ground. The road was both wide and long enough for a normal landing and was completely isolated from any ?normal? Roads or traffic. I adjusted course directly to it, then announced my intentions over the CTAF
The approach to landing was normal, as was the touchdown and rollout. No damage was done to the aircraft.
The light sport aircraft model Kolb twin star ii made an emergency landing shortly after take off from 3DA. The Rotax engine failed due to insufficient lubrication. The owner inspection of the engine found the oil pump actuator cable end broken.
As the FAA filed it
PIC STATEMENT - SHORTLY AFTER 11:00 A.M. I TAXIED ONTO RUNWAY 18, ANNOUNCED MY TAKEOFF ON THE CTAF, AND APPLIED FULL POWER. THE TAKEOFF AND INITIAL DEPARTURE CLIMB WERE NORMAL, NO TURBULENCE OR ROUGH AIR OF ANY KIND. ALL MY ENGINE TEMPERATURES WERE NORMAL, AND THE ENGINE WAS DEVELOPING FULL R.P.M. AND POWER. I ESTABLISHED A NORMAL CLIMB AT 55 M.P.H. IAS WHICH RESULTED IN A 600 F.P.M. ASCENT.
IT WAS AT THIS TIME THAT THE ENGINE FAILED, COMING TO A COMPLETE STOP. THE ?WIND DOWN? TOOK 1-2 SECONDS, POSSIBLY LESS. I ESTABLISHED MY BEST GLIDE SPEED OF 60 M.P.H. AND THEN ANNOUNCED THE TROUBLE ON THE CTAF. I DID NOT DECLARE AN EMERGENCY NOR CALL A MAYDAY.
I SPOTTED A FIELD TO THE RIGHT OF MY COURSE THAT, WHILE IT APPEARED TO BE OVERGROWN WITH WEEDS, HAD A GRAVEL ROAD RUNNING THROUGH IT ORIENTED NEARLY IN LINE WITH THE PREVAILING WINDS. THE LACK OF VEGETATION ON THE ROAD ALLOWED ME TO JUDGE THE RELATIVE SMOOTHNESS OF THE GROUND. THE ROAD WAS BOTH WIDE AND LONG ENOUGH FOR A NORMAL LANDING AND WAS COMPLETELY ISOLATED FROM ANY ?NORMAL? ROADS OR TRAFFIC. I ADJUSTED COURSE DIRECTLY TO IT, THEN ANNOUNCED MY INTENTIONS OVER THE CTAF
THE APPROACH TO LANDING WAS NORMAL, AS WAS THE TOUCHDOWN AND ROLLOUT. NO DAMAGE WAS DONE TO THE AIRCRAFT.
THE LIGHT SPORT AIRCRAFT MODEL KOLB TWIN STAR II MADE AN EMERGENCY LANDING SHORTLY AFTER TAKE OFF FROM 3DA. THE ROTAX ENGINE FAILED DUE TO INSUFFICIENT LUBRICATION. THE OWNER INSPECTION OF THE ENGINE FOUND THE OIL PUMP ACTUATOR CABLE END BROKEN.