# NTSB WPR25LA102: Cessna 172S, N137RJ, La Verne, CA, February 23, 2025 - Type: NTSB accident investigation - Classification: Accident · No injuries · Class 3 · Limited · Final report - Date: February 23, 2025, 15:00 local (23:00 UTC) - Place: La Verne, CA · POC Brackett Field - Coordinates: 34.09, -117.78 - Nearby events: https://openairdocs.org/map.md?lat=34.0900&lon=-117.7800&mi=10 - Phase of flight: [Taxi](https://openairdocs.org/ntsb-phases/250) (OpenAirDocs' grouping) - Defining event: [Taxi-into takeoff position: Sys/Comp malf/fail (non-power)](https://openairdocs.org/ntsb-events/330) - Highest injury: No injuries - Injuries: 2 uninjured - Status: Completed, report October 16, 2026 - Report: Approved by Office Director - Investigation class: Class 3 - NTSB office: Western Pacific Region - Parties: Federal Aviation Administration - NTSB case key (mKey): 199745 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=WPR25LA102 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/199745/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=199745 - Page: https://openairdocs.org/ntsb/WPR25LA102 ## Probable cause The failure of the right main landing gear tubular spring due to a fatigue crack that originated at the airframe connecting bolt hole and progressed to an overstress fracture. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Landing gear system: main landing gear](https://openairdocs.org/ntsb-findings/01023210): Aircraft › Aircraft systems · Failure (probable cause); cases with it: [Cessna 172S, 1 case](https://openairdocs.org/ntsb-findings/01023210/cases.md?model=2072439), [All aircraft, 241 cases](https://openairdocs.org/ntsb-findings/01023210/cases.md) - [Landing gear system: main landing gear](https://openairdocs.org/ntsb-findings/01023210): Aircraft › Aircraft systems · Fatigue/wear/corrosion (probable cause); cases with it: [Cessna 172S, 1 case](https://openairdocs.org/ntsb-findings/01023210/cases.md?model=2072439), [All aircraft, 241 cases](https://openairdocs.org/ntsb-findings/01023210/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Taxi-into takeoff position: Sys/Comp malf/fail (non-power)](https://openairdocs.org/ntsb-events/330) (defining event); cases with it: [Cessna 172S, 4 cases](https://openairdocs.org/ntsb-events/330/sequence.md?model=2072439), [All aircraft, 994 cases](https://openairdocs.org/ntsb-events/330/sequence.md) - [Taxi-into takeoff position: Landing gear collapse](https://openairdocs.org/ntsb-events/094); cases with it: [Cessna 172S, 21 cases](https://openairdocs.org/ntsb-events/094/sequence.md?model=2072439), [All aircraft, 1,787 cases](https://openairdocs.org/ntsb-events/094/sequence.md) ## Analysis During the takeoff roll for a simulated short-field takeoff, the right main landing gear wheel did not immediately rotate, and the right main landing gear leg subsequently collapsed. Postaccident examination found that the right main landing gear tubular spring had separated near its inboard end, with the tip of the fracture about 4 inches outboard of the airframe connecting bolt hole. Further examination revealed a spiraling crack that traveled inboard from the tip of the teardrop-shaped fracture surface to the connecting bolt hole and extended through the wall thickness at the bolt hole. Multiple areas of fatigue were identified on the fracture surface of the smaller inboard piece. The fatigue emanated from the outer diameter corner of the connecting bolt hole and was consistent with fatigue occurring over a long period of time. Some features on the fracture surface were consistent with fast fracture due to overstress, and galling was observed in rub damage consistent with metal-to-metal contact during movement between the hole surface and the outer diameter of the mating connecting pin. The spiraling crack was visible when viewing the tubular spring through the cabin floor inspection hole positioned directly above the fracture. Although the crack was possibly present but went unobserved during previous 100-hr or annual inspections, the investigation was unable to identify when the cracking in the visible area began. ## Factual narrative Review of maintenance records showed that an annual inspection was completed on March 11, 2024. The most recent recorded maintenance was a 100-hour inspection, which was completed on November 7, 2024. On February 23, 2025, about 1500 Pacific standard time, a Cessna 172S airplane, N137RJ, was substantially damaged when its right main landing gear collapsed during a takeoff attempt in La Verne, California. The flight instructor and student pilot were not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 instructional flight. According to the flight instructor, he and a student pilot were conducting a simulated short-field takeoff. They taxied the airplane into position on the runway and stopped. The student pilot held the brakes while increasing engine power and released them after about three seconds. As the brakes were released to begin the takeoff roll, the left main landing gear wheel rolled, but the right main landing gear wheel did not immediately roll. About one second later, the right main landing gear leg collapsed and the right wingtip and right elevator contacted the runway. Postaccident examination of the airplane found that the right wing, horizontal stabilizer, and elevator sustained substantial damage, and the right main landing gear tubular spring was separated near the inboard end, with the tip of the fracture about 4 inches outboard of the connecting bolt hole (see figure). Examination of the right main landing gear tubular spring by the NTSB Materials Laboratory revealed a spiraling crack that traveled inboard from the tip of the teardrop-shaped fracture surface to the connecting bolt hole. The crack extended through the wall thickness at the bolt hole. Multiple areas of fatigue were identified on the fracture surface of the smaller inboard piece. The fatigue emanated from the outer diameter corner of the connecting bolt hole and was consistent with fatigue occurring over a long period of time. Features on the fracture surface beyond the flat area were consistent with fast fracture due to overstress. Rub damage was observed on the bolt hole surface adjacent to the fracture surface. Evidence of galling was observed in the rub damage consistent with metal-to-metal contact during movement between the hole surface and the outer diameter of the mating connecting pin. Figure. View of the inboard segment of the separated tubular gear spring prior to removal from the airframe. The fracture and spiraling crack in the spring can be seen through the floor inspection hole. ## Aircraft - Registration: [N137RJ](https://openairdocs.org/aircraft/N137RJ), registered now, S/N 172S8296, built 1999 (OpenAirDocs) - Reported make and model: CESSNA 172S - Registry model: [Cessna 172S](https://openairdocs.org/model/cessna-172s) (registry code 2072439) (OpenAirDocs) - Registry engine: [Lycoming I0360 series](https://openairdocs.org/engine/lycoming-i0360-series) (registry code 41515, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 172S8296 - Year built: 1999 - Airframe hours: 9179.8 - Engines: Lycoming IO-360L2A 180 horsepower reciprocating - Damage: Substantial damage - Flight: Instructional, Part 91 - Airworthiness certificate: Standard, Normal - Last inspection: 100 hour, November 7, 2024, 79.1 hours before - Destination: Same as departure - Airport: KPOC, Brackett Field, runway 26L, 4,840 × 75 ft, asphalt - Equipment: Unknown ## Flight crew As NTSB recorded them. NTSB leaves out names. - Flight instructor; age 23; injuries: none; flight instructor, commercial; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane; medical: class 1, with waivers/limitations; last flight review June 1, 2024; seat: right; flight hours: 479.4 total, 378.9 in this make and model, 388.5 as pilot in command, 24.8 in the last 90 days, 14.2 in the last 30 days - Student pilot; age 20; injuries: none; student; medical: class 3, with waivers/limitations; seat: left; flight hours: 32.1 total, 32.1 in this make and model ## Weather - Conditions: Visual (VMC), Day - Wind: 280° at 8 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 81 °F, dew point 30 °F - Altimeter: 30.12 inHg - Observed at: KPOC, 1 nm away - METAR: METAR KPOC 232247Z 28008KT 10SM CLR 27/M01 A3012 ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20250223001019A](https://openairdocs.org/incident/20250223001019A), Feb 23, 2025: Cessna 172S, Pomona, CA, Substantial damage. Aircraft with CFI and student pilot departed kpoc at 14:15L on 02/23/2025 for the local practice area to practice private pilot maneuvers. The aircraft… ## Other investigations on N137RJ (1) From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. - [NTSB SEA07CA182](https://openairdocs.org/ntsb/SEA07CA182), Jun 25, 2007: Cessna 172S (N137RJ), Long Beach, CA, substantial damage. Probable cause: The pilot's improper recovery from a bounced landing which resulted in an inadvertent stall and a hard landing. The crosswind was a factor. ## Docket (4 files) The files NTSB released with the investigation on October 16, 2026, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=199745. 10.7 MB in all. - Pilot/operator aircraft accident report, NTSB form 6120.1 (item 1, PDF, 11 pages, 2.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=20947131&FileExtension=pdf&FileName=CFI%20pilot%206120-1%20complete_Redacted-Rel.pdf - Maintenance records (item 2, PDF, 2 pages, 320 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=20956047&FileExtension=pdf&FileName=Maintenance%20Records%20Excerpt_Redacted-Rel.pdf - Investigation photos (item 3, PDF, 7 pages, 2.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=20947149&FileExtension=pdf&FileName=Investigation%20Photos-Rel.pdf - Materials laboratory factual report (item 4, PDF, 12 pages, 6.0 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=20946348&FileExtension=pdf&FileName=Materials%20Laboratory%20Factual%20Report%20(WPR25LA102)-Rel.pdf From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.