MIA05LA043

Factual narrative

On December 17, 2004, about 1530 eastern standard time, a Cessna 172S, N375LP, registered to Hallam & Novinski Leasing, LLC, operated by Sterling Flight Training by Malone Air, Inc., experienced a loss of control during a touch-and-go landing and collided with a taxiway sign at the Lakeland Linder Regional Airport, Lakeland, Florida. Visual meteorological conditions prevailed at the time and no flight plan was filed for the 14 CFR Part 91 personal flight from Craig Municipal Airport, Jacksonville, Florida, to Southwest Florida International Airport, Fort Myers, Florida. The airplane was substantially damaged and the private-rated pilot, and a pilot-rated passenger were not injured. The flight originated about 1400, from Craig Municipal Airport. The pilot stated that after takeoff the flight proceeded towards the destination airport, but he elected to perform a touch-and-go landing at the Lakeland Linder Regional Airport. The flight was cleared for the touch-and-go landing on runway 09, and after touchdown on the centerline of the runway, the airplane bounced 1-2 feet, then touched down again. The airplane began slowly drifting to the left which he was unable to correct with right rudder input. He applied power to go around, then elected to stay on the ground, and with right rudder applied, the airplane departed the left side of the runway. The airplane collided with a taxiway sign causing separation of the nose landing gear. The airplane then came to rest and the occupants exited the airplane. A METAR report taken on the airport approximately 4 minutes after the accident indicates the wind was from 030 degrees at 4 knots. Examination of the left and right steering tube assemblies was performed by Cessna Aircraft Company personnel, with Federal Aviation Administration (FAA) oversight. The examination revealed the tube (P/N 0543021-1) of both steering tube assemblies were fractured due to overstress at the formed bead; deformation of the tubes was noted at the fracture location. Additionally, the left "Bearing-rod end" P/N S1823-3 had fractured at the location of the first thread. Metallurgical examination of the fractured Bearing-rod end" P/N S1823-3 was performed by the NTSB Materials Laboratory located in Washington, D.C. The examination revealed the fracture features were consistent with "bending overstress", and "No evidence of pre-existing fatigue was noted in any areas on the fracture surface." According to the Director of Maintenance of the operator, there was no record that either steering tube assemblies had been replaced since the airplane was manufactured on April 30, 2003. At the time of the accident, the airplane had accumulated approximately 884 hours since manufacture. The airplane minus the retained left and right steering tube assemblies was released to Deans Rowedder, of Kern & Wooley, LLP, on January 11, 2005. The retained components were released to Steve Mitchell, also of Kern & Wooley, LLP, on April 6, 2005. The left steering assembly and fractured "Bearing-rod end" retained by NTSB following examination by Cessna Aircraft Company were released to Steve Mitchell on May 15, 2005. The pilot stated that after takeoff the flight proceeded towards the destination airport, but he elected to perform a touch-and-go landing at the Lakeland Linder Regional Airport. The flight was cleared for the touch-and-go landing on runway 09, and after touchdown on the centerline of the runway, the airplane bounced 1-2 feet, then touched down again. The airplane began slowly drifting to the left which he was unable to correct with right rudder input. He applied power to go around, then elected to stay on the ground, and with right rudder applied, the airplane departed the left side of the runway. The airplane collided with a taxiway sign causing separation of the nose landing gear. The airplane then came to rest and the occupants exited the airplane. A surface weather observation (METAR) report taken on the airport approximately 4 minutes after the accident indicates the wind was from 030 degrees at 4 knots. Examination of the left and right steering tube assemblies was performed by personnel from Cessna Aircraft Company, with Federal Aviation Administration (FAA) oversight. The examination revealed the tube (P/N 0543021-1) of both steering tube assemblies were fractured due to overstress at the formed bead; deformation of the tubes was noted at the fracture location. Additionally, the left "Bearing-rod end" P/N S1823-3 had fractured at the location of the first thread. The fracture surface was examined by the NTSB Materials Laboratory which revealed it fractured due to "bending overstress." According to the Director of Maintenance of the operator, there was no record that either steering tube assemblies being replaced since airplane was manufactured on April 30, 2003. At the time of the accident, the airplane had accumulated approximately 884 hours since overhaul. Source: NTSB Aviation Accident Database (Pre-2008 Archive) Retrieved: 2026-02-12