On November 4, 2004, about 1445 eastern standard time, a Cessna 172, N8803B, was substantially damaged during landing at the Lakes Region Airport (8B8), Wolfeboro, New Hampshire. The certificated flight instructor and certificated private pilot were not injured. Visual meteorological conditions prevailed, and no flight plan had been filed for the local instructional flight conducted under 14 CFR Part 91. According to the flight instructor, after entering the traffic pattern for runway 12, the flight instructor was requested by the private pilot to make the first landing. The instructor took over the controls about 1,500 feet and configured the airplane for landing. As the airplane passed over the approach end of the runway, the flight instructor attempted to flare for landing three times, but without success. On the third attempt the airplane struck the runway, the nose landing gear collapsed, and the propeller contacted the runway. A post accident examination by a Federal Aviation Administration (FAA) inspector revealed that the airplane's control tee pulleys for the aileron control system would get "hung up" on the radio tray assembly, when the control wheel tube would reach half travel. The control tee pivot and the left instrument panel control tube ball socket exhibited wear, and the control column tee could be moved laterally along a portion of the control tee pivot bolt. Additionally, the radio-mounting tray did not include the installation of a vertical support to help assure proper clearance between the radio mounting tray, and the control tee assembly. A review of the airplane's maintenance history disclosed no maintenance activity concerning the elevator control tee assembly, the left instrument panel control tube ball socket or the radio-mounting tray. During an interview with a mechanic that conducted an annual inspection 13 days prior to the accident, the mechanic observed wear on the instrument panel control tube ball socket, but he believed that the control tube would "scrape by" the instrument panel without any problem. The maintenance facility's discrepancy sheet and work order form for the airplane, also noted that wear was observed on an "aft bulkhead elevator pulley." However, no clearing action was recorded for the pulley nor was the worn control tube ball socket listed on the discrepancy sheet and work order form. Documentation provided by the avionics repair station showed that the transponder had been tested using portable equipment and inspected on October 20, 2004, and did not require any removal or modifications to the mounting trays, under panel components or radios. The operator owned the airplane for approximately 5 years. The airplane had been maintained by another maintenance provider prior to the last annual inspection and with the exception of a recent oil change; the most recent inspection was the first time the airplane had been maintained at that facility. According to the Cessna 100 series service manual, an inspection of the "elevator system for correct rigging and proper travel" was required during an annual inspection.