Skyhawk 172/Cutlass 172
Flight Crew Instrument; Flight Crew Flight Instructor; Flight Crew Commercial; Flight Crew Multiengine
Flight Crew Last 90 Days 143; Flight Crew Total 903; Flight Crew Type 404
Communication Breakdown; Training / Qualification; Troubleshooting; Time Pressure; Situational Awareness; Human-Machine Interface
Aircraft Equipment Problem Less Severe; Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Air Traffic Control Provided Assistance; Aircraft Aircraft Damaged; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action; General Flight Cancelled / Delayed; General Maintenance Action
Aircraft; Human Factors; Procedure
While on an approximate 3-mile final to Runway XX at ZZZ in a Cessna Skyhawk 172S with a pre-solo student pilot; ZZZ Tower cleared a regional jet for takeoff. Departing aircraft was either a Regional Jet CRJ700 or an Embraer 175 E-175. The Tower Controller gave myself and my student the option to either 'extend upwind and expect landing clearance in 3 minutes;' or 'make a full stop taxi-back landing.' I made a transmission stating; 'Full stop taxi-back; Aircraft X.' Then we were cleared for a full stop taxi-back Runway XX. I advised my student we will come in on final approach slightly high and land long; desired touchdown point being the 1;000 ft. white blocks rather than the numbers 'XX.' After our higher-than normal approach to avoid wake turbulence from [the] departing jet and longer-than-normal touchdown point; I had to brake aggressively to make the right turn onto Taxiway XX. My student and I got off the runway; completed the items on the 'after landing' checklist; and then contacted Ground on [frequency]. I felt an abnormal shimmy coming from the nose wheel after letting the airplane slow to a stop on Taxiway XX; holding short of Taxiway XY. We then received our clearance to taxi via Taxiway XY to Runway XX. While holding short Runway XX on Taxiway XY; my student completed the 'pre-takeoff' checklist items and made his radio transmission for 'right closed traffic.' Tower told us to line-up-and-wait Runway XX and he also advised us of traffic coming in on final. I cannot remember if they were 5 miles out or 3 miles. During our takeoff roll I felt a slight shimmy coming from the nose wheel again; same sensation as when we first slowed to a stop while exiting on Taxiway XX. I also noticed our pitch attitude during the takeoff roll was slightly lower than normal. We continued with the takeoff because traffic was close behind us for Runway XX. I did not want to abort the takeoff and make the traffic behind me have to go around; so I decided to have my student continue with the takeoff. After reaching our right downwind leg; we advised Tower we would be making a full stop landing. I advised my student we would be making a soft-field landing; to keep as much weight off the nose wheel for as long as possible; because I suspected an issue with the nosewheel. The soft-field landing was successful; and the nose wheel did not make contact with the ground till rounding the turn to exit Runway XX on Taxiway XZ. Once back pressure was released and the nose wheel made contact with the ground; the issue became apparent. The nose-wheel tire was completely deflated. Tower then asked if I could make it to the other side of the hold-short lines and I replied that I could and that I would bring the aircraft to a stop on the 'Compass Rose.' Tower then temporarily suspended operations on Runway XX so personnel could make a FOD inspection. Then two firetrucks and two county airport vehicles crossed Runway XX on Taxiway XZ to assist my student and I on the Compass Rose. We then pushed the aircraft to its parking space. A county airport worker called for clearance to cross Taxiway XA before we continued back to our parking space.My personal assessment of the factors leading to the deflated nose wheel tire and the temporary closure of Runway XX. An issue with the ATIS recording at the beginning of the flight was the first abnormality in a series of abnormalities on this flight. During this flight leading up to the events described previously; my student and I were advised to extend upwind and fly runway heading; make right traffic; make a 360; extend our upwind; and finally come in to land. A desire to come in and land after being delayed for so long caused me to make the decision to make the full-stop taxi-back under time-sensitive circumstances; rather than taking Tower's other option presented to me; which was to extend upwind and expect a landing clearance in another 3 minutes.After the full-stop taxi-back and after we were told toline-up-and-wait and that traffic was on final for Runway XX behind us; I decided to commit to the takeoff rather than to abort to prevent the traffic behind me from having to go around; despite my feeling that something was wrong with the nose wheel.Pressure from Tower and the busy environment of the ZZZ airport that day; along with the added pressures and obligations of instructing a pre-solo private pilot student led me to make two errors. Failing to ask to taxi back to our parking space during the initial shimmy experienced on Taxiway XX. Failing to abort the takeoff out of fear of causing an inconvenience to another pilot.Although my student was doing most of the manipulations of the flight controls and making most of the radio calls; I was responsible for the hard-braking to make Taxiway XX; and I was on the controls during the soft-field landing and during the left turn to exit Runway XX on Taxiway XZ. I was also the pilot-in-command; therefore the responsibilities of this flight were mine; and I should have aborted the takeoff when I suspected an issue with the nose wheel.Traffic pattern was busy; my student and I were only able to make 2 landings with a Hobbs recording of 0.9 hours for the pattern-flight. No one was injured during this flight. Winds were variable during this mishap and weather was not a factor. I am not sick; I am not on any medications; I am not stressed; I have complied with Federal Aviation Regulation (FAR) 91.17; I got well-rested sleep the night before and was not fatigued during the flight; I am emotionally healthy and stable. The aircraft was thoroughly preflighted. All preflight checklists were adhered to and completed; FAR 91.9(a) adhered to.
C172 Flight Instructor reported expediting a previous landing and braking hard to make a taxiway contributed to a later occurrence of a nose wheel failure and a temporary runway closure at the airport.