CHANCE COACH, INC. Download PDF Report
Chance Coach Inc. submitted a model AH-28, diesel powered 28 seat/29-foot trolley, for a 12 year/500,000 mile STURAA test. The odometer reading at the time of delivery was 2,368 miles. Testing started on March 2, 2000, and was completed on August 10, 2000. The Check-In section of the report provides a description of the bus and specifies its major components.
The primary part of the test program is the Structural Durability Test, which also provides the information for the Maintainability and Reliability results. The Structural Durability Test started on March 21, 2000 and was completed on August 7, 2000.
The interior of the bus is configured with seating for 28 passengers including the driver. Additionally, free floor space will accommodate 22 standing passengers resulting in a potential load of 50 persons. At 150 lbs per person, this load results in a total gross vehicle weight of 27,850 lbs. The SLW segment was performed at 24,620 lbs, and the final segment of the test was performed at a CW of 20,480 lbs. Durability driving resulted in several failures that required unscheduled maintenance. A description of failures, and a complete and detailed listing of scheduled and unscheduled maintenance, is provided in the Maintainability section of this report.
The components covered in Section 1.3 (Repair and/or Replacement of Selected Subsystems) along with all other components encountered during testing were found to be readily accessible and no restrictions were noted.
The Reliability Section compiles failures that occurred during structural durability testing. Breakdowns are classified according to subsystems. The data in this section are arranged so that those subsystems with more frequent problems are apparent. Also the problems are listed by class as defined in Section 2. The test bus encountered no Class 1 or Class 2 failures. Of the twenty-four reported failures, twelve were Class 3 and twelve were Class 4.
The Safety Test, a double-lane change maneuver was safely performed in both right-hand and left-hand directions up to a maximum test speed of 45 mph. The performance of the bus is illustrated by a speed vs. time plot. Acceleration and gradeability test data are provided in Section 4, Performance. The average time to obtain 50 mph was 41.10 seconds.
The Shakedown Test produced a maximum final loaded deflection of 0.161 inches under a distributed static load of 18,750 lbs. The test resulted in essentially no permanent deflection of the structure. The Distortion Test was completed with all subsystems, doors and escape mechanism operating properly. No water leakage was observed during the test. During one position of testing, the stop request and handicap device lights came on and would not go out until the doors were opened. The test bus was not equipped with eyes or tow hooks; therefore, the Static Towing Test was not performed. The Dynamic Towing Test was performed using a front lift tow. The towing interface was accomplished with a hydraulic under lift. The bus was towed without incident and no damage resulted from the test. The manufacturer does not recommend towing the bus from the rear, therefore, a rear test was not performed. The Jacking and Hoisting Tests were performed without incident. The bus was found to be stable on the jack stands and the minimum jacking clearance, measured with a tire deflated, was 3.75 inches.
A Fuel Economy Test was run on simulated central business district, arterial, and commuter courses. The results were 3.61 mpg, 4.14 mpg, and 7.03 mpg respectively; with an overall average of 4.38 mpg.
A series of Interior and Exterior Noise Tests was performed. This data is listed in Section 7.1 and 7.2 respectively.