Narrative:

I met my cfii for a planned IFR training lesson. We briefed for about 30 minutes; planning to fly the ILS xx approach into ZZZ under IFR in actual instrument conditions. I prepared and filed an IFR flight plan and retrieved a weather briefing. We moved to the hangar and preflighted the aircraft; noting no anomalies. During the preflight; we visually inspected all 3 tires: all appeared to be in good repair. The aircraft started normally; and we began the in-aircraft portion of the lesson. We received our clearance and departed runway yy; were cleared by ATC to zzzzz; where we entered a hold on the localizer while climbing to our assigned altitude. Shortly thereafter; we were cleared for the ILS xx approach into ZZZ and handed off to tower. After some discussion with tower; we elected to land full-stop before flying another approach. Our approach was stable; with no unusual issues or deviations noted. We acquired visual contact with the runway environment at approximately 1;600 MSL. Upon reaching minimums; I configured the aircraft for a full stop landing by adding more flaps and trimming for 70-75 knots. My instructor coached me to continue using the electronic glideslope as advice for a controlled descent to the touchdown zone. At all times during the final descent we remained within one-half of a 'dot' of deviation on the glideslope and localizer. I closed the throttle as we crossed the threshold; rounded out; and we touched down in the center of the touchdown zone. The touchdown was a routine; calm-wind; mains-first; on-centerline touchdown. As has been coached by my cfii for many months; I made sure that my heels were on the floor in such a way that brakes could not be applied during touchdown. As the airplane settled on to the runway; I noticed what I incorrectly identified as some shimmy noise. The plane tugged to the right immediately. As the airplane slowed down; the pull of the aircraft to the right became more and more severe. A few seconds after touching down; [the instructor] took the flight controls and announced that we had a flat tire. [He] maneuvered the aircraft as it continued to turn uncommanded to the right into the grass area between the runway and taxiways. Upon leaving the paved surface for the grass; the aircraft struck a runway light. We came to a rest in the grass; pointed approximately 50 degrees right of runway heading. [The instructor] immediately contacted the tower to report our status. We then ran the shutdown checklist; and exited the aircraft to assess the damage. A visual inspection of the tire revealed no flat spots or other obvious damage; other than having been run off the rims for 1;000 feet. Further inspection by maintenance personnel on the field indicated that the tube inside the tire had developed a hole; and the tire had gone flat because of it.

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Original NASA ASRS Text

Title: C172 pilot and flight instructor reported a loss of control on landing due to a failed main gear tire.

Narrative: I met my CFII for a planned IFR training lesson. We briefed for about 30 minutes; planning to fly the ILS XX approach into ZZZ under IFR in actual instrument conditions. I prepared and filed an IFR flight plan and retrieved a weather briefing. We moved to the hangar and preflighted the aircraft; noting no anomalies. During the preflight; we visually inspected all 3 tires: all appeared to be in good repair. The aircraft started normally; and we began the in-aircraft portion of the lesson. We received our clearance and departed Runway YY; were cleared by ATC to ZZZZZ; where we entered a hold on the localizer while climbing to our assigned altitude. Shortly thereafter; we were cleared for the ILS XX approach into ZZZ and handed off to Tower. After some discussion with Tower; we elected to land full-stop before flying another approach. Our approach was stable; with no unusual issues or deviations noted. We acquired visual contact with the runway environment at approximately 1;600 MSL. Upon reaching minimums; I configured the aircraft for a full stop landing by adding more flaps and trimming for 70-75 knots. My instructor coached me to continue using the electronic glideslope as advice for a controlled descent to the touchdown zone. At all times during the final descent we remained within one-half of a 'dot' of deviation on the glideslope and localizer. I closed the throttle as we crossed the threshold; rounded out; and we touched down in the center of the touchdown zone. The touchdown was a routine; calm-wind; mains-first; on-centerline touchdown. As has been coached by my CFII for many months; I made sure that my heels were on the floor in such a way that brakes could not be applied during touchdown. As the airplane settled on to the runway; I noticed what I incorrectly identified as some shimmy noise. The plane tugged to the right immediately. As the airplane slowed down; the pull of the aircraft to the right became more and more severe. A few seconds after touching down; [the instructor] took the flight controls and announced that we had a flat tire. [He] maneuvered the aircraft as it continued to turn uncommanded to the right into the grass area between the runway and taxiways. Upon leaving the paved surface for the grass; the aircraft struck a runway light. We came to a rest in the grass; pointed approximately 50 degrees right of runway heading. [The instructor] immediately contacted the Tower to report our status. We then ran the shutdown checklist; and exited the aircraft to assess the damage. A visual inspection of the tire revealed no flat spots or other obvious damage; other than having been run off the rims for 1;000 feet. Further inspection by maintenance personnel on the field indicated that the tube inside the tire had developed a hole; and the tire had gone flat because of it.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.