DA40 flight instructors reported alternator malfunction during initial climb followed immediately by engine failure. Pilot flying landed aircraft next to runway in grass.
Synopsis
DA40 flight instructors reported alternator malfunction during initial climb followed immediately by engine failure. Pilot flying landed aircraft next to runway in grass.
Narrative
I was involved in an engine power-loss/forced field landing at ZZZ.I made the decision to fly Aircraft X; a DA40 owned by a local FBO for the purpose of instrument proficiency & currency. I approached another instructor at the FBO; and asked if he would be my safety pilot for the flight. He agreed and after an uneventful preflight; we started up the aircraft for a normal startup/run-up procedure. The startup and run-up procedures were also uneventful with no signs of electrical or engine issues throughout. The other instructor was acting as safety pilot and was running communications with ATC. I was acting PIC and was the pilot flying. We contacted ZZZ Ground Control/Clearance and asked for practice approaches. The order: ILS XX with the published missed; then the VOR-A XX; and then the RNAV XX for the final landing. We were given a standard departure clearance then a taxi clearance to runway XY via taxiway 1. Before departing; all checklist items were completed; including a 'departure briefing' by myself which included what we would do in the event of engine failure on departure. The initial departure off of runway XY was uneventful. We got airborne; cleaned up the flaps and ran the 'after-takeoff' checklist with no issues. Departure vectored us for a downwind and base leg to intercept the runway XX localizer. I captured the glideslope and started my final approach segment after abiding by all instructions given by ATC. I flew the ILS XX practice approach down to published minimums and elected to perform a simulated 'go-around' as if I did not visually see the runway. My intentions were to fly the published missed approach to the ZZZ VOR (ZZZ). On the go-around; after applying full power; the annunciator panel gave an 'Alternator' light with an audible warning. After several on-and-off alerts; the annunciation and audible warning began a faster sequence. The other instructor noted that the voltage reading in the engine instrument panel was oscillating and giving an 'over-voltage' indication. I looked over and confirmed. The other instructor initially made the call to ATC that we needed to come back in for a 'full-stop' due to the alerts and instrument readings. While we were diagnosing the annunciation problem; I continued runway heading as I was intending to enter the traffic pattern for runway XX with an eventual full-stop landing. After several seconds; and at an approximate altitude of 350-450 AGL the engine suddenly lost power and began to sputter. Once we lost engine power there was a realization that we would need to land immediately and would not have enough thrust to continue the traffic pattern as assigned.I noted that we did not have enough runway left on XX for a straight-ahead landing. My initial thought was that we would not have enough time to land back on the runway and could potentially overrun. We elected to try for the smaller runway XY which would be a right turn off of the XX centerline. The elevated southerly wind became a tailwind when we made the right turn. This tailwind caused a loss in lift performance which added to our sink-rate. The accelerated sink-rate and drift from the wind caused us to overshoot the runway XY centerline and was setting us up for a forced landing off of any paved surface on the airport. I noted to the other instructor that we would not make the runway and remember thinking to myself that we had very few options below us. I managed to use enough aileron input to align us on runway XY heading; however we were unable to make the runway centerline. I elected to perform a forced landing in the grass on the north side of runway XY. We touched down in the grass with minimal force and were able to use the tall grass as a cushion to slow down. We were in the grass for most of the landing roll; only crossing one perpendicular paved vehicle access road. Once the aircraft came to a complete stop; we alerted ZZZ tower control that there were no suspected injuries; declared ournumber souls on board; and the fuel on board. We were immediately met by ARFF (Airport Rescue and Firefighting) personnel as well as airport police. Weather at the time of the flight/landing was VFR with a breezy southwesterly wind that seemed to oscillate between 220 and 260 degrees. Winds at the surface were reported between 5-10 knots; however above the surface; winds were probably more in the 10-15 knot range; if not more. Visibility was more than 10sm. Overall; weather was routine for the experience level of both pilots and no concerns were raised by either of us on the level of winds; other than noting the minor turbulence on short final. The loss of lift performance and the elevated winds above the surface made it impossible to make the surface of runway XY without risking a low airspeed stall-spin scenario. The grass next to the runway was the best place to land given the circumstances.Human factors that may have contributed to the forced landing was the amount of delay in action due to focus on troubleshooting the initial alert/problem. If less time could have been used on the troubleshoot; a landing on the initial runway (XX) may have been possible.
Second reporter narrative
After initiating full power on the missed approach; the alternator annuciator went off. Contacted tower and let them know we needed to come in for a full stop. A few seconds later; mechanical banging/popping was heard and we had lost all engine power. We made a right turn for runway XX. The wind pushed us past final(centerline) and we landed in the grass. After coming to a complete stop; I noted mixture was rich; fuel pump was on; and mags were on both.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.