On May 26, 2017, about 2015 Pacific daylight time, a Cessna 175, N6832D, sustained substantial damage after it veered from the runway and impacted trees at San Gabriel Valley Airport (EMT), El Monte, California. The airplane was registered to a private party and operated by the pilot as a 14 Code of Federal Regulations Part 91 local instructional flight. The certified flight instructor (CFI), student pilot receiving instruction and passenger sustained minor injuries. The flight departed EMT, about 1900. Visual meteorological conditions prevailed and no flight plan had been filed. In written statements, it was reported that the flight had successfully completed multiple touch and go landings prior to the accident. On the eighth landing, with the student pilot at the controls, just before touchdown, the airplane drifted to the right of the runway. As the airplane touched down, the CFI applied full left rudder input. The nose of the airplane yawed to the right. The student pilot applied full power and the airplane became airborne again with the stall horn briefly sounding. The flight instructor pushed the nose down, but the control had no travel. The airplane banked to the left and right as the flight instructor continued to try and regain control. The airplane subsequently settled back to the ground and impacted a drainage channel and trees. The airplane sustained substantial damage to the wings, fuselage, and firewall. After the wreckage was recovered, the flight control system was examined. Aileron control cable continuity was established from the control yokes to the left and right aileron bell cranks. The aileron control chains remained on the yoke sprockets and the interconnect pulleys operated normally. Flap control cable continuity was established from the manual flap handle to the flap bell cranks. Flap impact witness marks on the left side of the fuselage confirmed the flaps were extended 30o at the time of impact. The elevator push/pull tube remained attached to the base of the control yoke. The cables were continuous to the aft elevator bell crank. The elevator trim tab cables were continuous from the control wheel to the right horizontal stabilizer root area. Rudder control cable continuity was established from the rudder pedals to the rudder horn. The rudder return springs were in place and operated normally. A review of the aircraft maintenance logbook indicated that during the last annual inspection, which was accomplished on May 18, 2017, all inspection panels were opened and all pulleys, rod ends and hinges were lubed.