After a preliminary review of consumer complaints and other information related to alleged defects, NHTSA obtains information from the manufacturer(including data on complaints, crashes, injuries, warranty claims, modifications, and part sales) and determines whether further analysis is warranted. If warranted, the investigator will conduct a more detailed and complete analysis of the character and scope of the alleged defect.
NHTSA Action Number: PE15005
Date Opened: 2015-02-27
Date Closed: 2016-03-26
Manufacturer’s Name: Stallion Bus And Transit Corp.
Component Description: VISIBILITY:WINDSHIELD WIPER/WASHER:LINKAGES
Recall Campaign: 16V152
Summary Description: Loss of Windshield Wiper Function
Summary
On February 27th, 2015 the Office of Defects Investigations (ODI) opened this Preliminary Evaluation (PE15-005) to investigate multiple incidents of windshield wiper electrical system failures on Stallion 900 series motor coaches manufactured by Stallion Bus and Transit Corporation.It was reported to ODI that wipers would stop operating when the wiper motor changed speeds, and would not function again until the bus is powered down and restarted.During the investigation, the manufacturer found that the 12 to 24 volt power converter in the subject vehicle's wiper system could erroneously shut off when the wiper speed is changed.An over-current or voltage protection circuit of the power converter is erroneously activated.To remedy this defect the manufacture is modifying the 12 volt power-up converter to have the over-current protection and the voltage protection removed from the Power Control Buss.All vehicles built after these units would use a power converter supplied by a different manufacturer, or a modified converter with the protection circuits disabled. With the recall action 16V-152 taken by Stallion this investigation is closed as further use of agency resources does not appear to be warranted.The ODI reports cited above can be reviewed at: http://www-odi.nhtsa.dot.gov/owners/SearchNHTSAID using the following complaint identification numbers: 10630768, 10631041, 10633220, 10633236, 10632428, 10633201, 10633222, 10631019, 10631028, 10632409, 10632414
Read More...NHTSA Action Number: PE15006
Date Opened: 2015-02-27
Date Closed: 2016-01-08
Manufacturer’s Name: Autocar Industries, LLC
Component Description: FUEL SYSTEM, OTHER
Summary Description: CNG Fuel Container Burst During A Fire
Summary
On January 27, 2015 in Indianapolis, Indiana, a model year 2014 Autocar ACX / Heil Half/Pack Freedom refuse collection truck caught fire and experienced a catastrophic CNG fuel container burst. Office of Defects Investigation (ODI) personnel conducted a field examination of the incident vehicle, an exemplar vehicle and the incident scene, and subsequently sent information request letters to Autocar LLC, The Heil Company, Agility Fuel Systems Inc. and Hexagon Lincoln
Inc.After a review of all available information, it appears that this was an isolated incident. The vehicle fire originated in the refuse storage bay and was caused by a hot load, which is a quantity of solid waste that catches fire, smolders or spontaneously combusts as a result of incompatible waste materials mixing together. Drivers are trained to eject the hot load in an empty lot, when feasible. In this instance, the driver did not eject the hot load. After expending a hand-held fire extinguisher into the hopper area of the refuse storage bay, the driver retreated from the vehicle. Fire fighters arrived at the incident scene within minutes. During firefighting efforts, two CNG fuel containers burst, sending materials into the air and across a large debris field.One fire fighter was struck in the head and shoulder area by falling debris and sustained minor injury. He was examined at the scene and did not require transport but was later transported post-incident to a medical clinic where he was diagnosed with a muscle strain to his left shoulder. Multiple structures suffered property damage and the subject vehicle was a total loss. The fire was brought under control and was extinguished 1 hour and 38 minutes after fire fighters first arrived.Post-incident analysis, including a review of the fire department?s after action report, identified several contributing factors. The truck driver was unable or unwilling to eject the hot load. Fire fighters initially misidentified the subject fuel system as liquefied petroleum gas (LPG) and believed cooling was necessary to prevent a boiling liquid expanding vapor explosion (BLEVE). Fire fighters were unfamiliar with natural gas vehicle fires, associated risks and best practices for firefighting techniques and tactics. The CNG fuel containers were located directly above the origin of the fire and were impinged by flame, thus weakening their structural integrity. The CNG fuel containers were mounted transversely with thermally-activated pressure relief devices (PRDs) mounted in each end, away from where the fire was localized. The CNG fuel containers were of Type 4 construction and thus were not good conductors of heat away from where the fire was localized and towards the PRDs. The CNG fuel containers were covered by a steel enclosure with small, circular openings providing access to the manual fuel container isolation valves equipped with integrated PRDs. Water applied to the fire likely cooled the PRDs but did not reach the area of the fuel containers where the fire was localized, thus keeping the PRDs below the activation temperature threshold as the fire progressed.ODI is aware of at least one other incident in which a substantially similar CNG refuse truck caught fire due to a hot load. In that case, the PRDs activated as intended. There was no fire suppression effort prior to the PRDs activating.The National Fire Protection Association (NFPA) Alternative Fuel Vehicle (AFV) Safety Training project (http://www.evsafetytraining.org) provides training for first responders who face emergency situations involving motor vehicles.NFPA training advises that attempts to extinguish a significant CNG fire could prevent
NHTSA Action Number: PE15007
Date Opened: 2015-02-27
Date Closed: 2015-10-19
Manufacturer’s Name: Lippert
Component Description: STRUCTURE:BODY:DOOR:HINGE AND ATTACHMENTS
Recall Campaign: 15E078
Summary Description: LCI RV Entry Step Failures
Summary
The Office of Defects Investigation (ODI) opened this investigation based on four Vehicle Owner Questionnaires (VOQ).The VOQs report failures of the motorized entry steps used on some recreational vehicles.When extended the steps reach out and down from the vehicle.In the retracted position the step platforms are stacked on top of each other in a compact package under the vehicle body.The gear used to actuate the steps can separate from the actuation motor allowing the steps to unintentionally extend or retract in an uncontrolled fashion.ODI was aware of one injury event prior to opening the investigation. An additional four injuries were reported to Lippert Controls Inc. (LCI) during the investigation.An Information Request Letter (IR) was sent to LCI in order to gather detailed information about the alleged defect. ODI analyzed the IR response data, simulated the failure on an exemplar set of stairs, and inspected broken parts.Complaint and warranty data indicated that the alleged defect was occurring at a significant rate.Constructing a test stand and recreating the failure mode clearly demonstrated the safety consequence of a separated drive gear.Extended steps with a separated drive gear retract when a vertical force is applied to the step.This retraction can capture an individual's foot or ankle as they ascend or descend the steps. Such an action can cause the individual to fall more than three feet to the ground.After analyzing the failure mode, the Vehicle Research and Test Center (VRTC) suggested that the center drive gear bolt appeared to fail from a bending moment.Several conditions might contribute to this type of failure.LCI reported no design changes during the production of the subject components including the drive gear bolt.Through testing, LCI attempted to determine the root cause of the gear bolt failures, but voluntarily recalled the subject components prior to completing this testing and making this determination.This investigation is closed because recall 15E-007 addresses the alleged safety defect.The ODI reports cited above can be reviewed at: http://www-odi.nhtsa.dot.gov/owners/SearchNHTSAID under the following complaint identification numbers:10537821, 10605447, 10684011, 10684277
NHTSA Action Number: PE15008
Date Opened: 2015-02-27
Date Closed: 2015-11-20
Manufacturer’s Name: Pierce Manufacturing
Component Description: SUSPENSION:FRONT:CONTROL ARM:LOWER BALL JOINT
Recall Campaign: 15V615
Summary Description: Front suspension ball joint failure
Summary
On February 27th 2015, the Office of Defects Investigations (ODI) opened Preliminary Evaluation PE15-008 to investigate front steer wheel separations on 2004 model year Pierce fire trucks (manufactured with TAK-4 independent front suspensions ) caused byball joint failures.The investigation was based on one steering related consumer complaint, three media reports alleging front steer wheel separation incidents, and a service bulletin outlining the maintenance requirements for the ball joints used in the TAK4 suspension.The consumer complaint (ODI #10671053), received on January 8th 2015, alleged a 2007 Pierce TAK-4 equipped fire truck was not steering correctly.The three media reports of Pierce TAK-4 equipped fire trucks that experienced front steer wheel separation events included two in Baltimore, MD (July and August 2014) and a third in Anne Arundel County, MD (December 2014).The technical service bulletin (#355 issued 12/15/2014) was intended to be a reminder for subject vehicle owners to inspect their TAK-4 suspension and ball joints pursuant to Pierce?s published maintenance schedule.The bulletin outlined how improperly maintained subject ball joints could wear or become damaged during normal use and then potentially separate.A diagram of the TAK-4 front suspension (Figure 1) illustrates the location of both ball-joint assemblies on the suspension that connect the wheel spindles to the A-arm assemblies.(Continued on page 2)
NHTSA Action Number: EA15001
Date Opened: 2015-02-24
Date Closed: 0000-00-00
Manufacturer’s Name: Honda (American Honda Motor Co.)
Component Description: AIR BAGS:FRONTAL
Recall Campaign: 14V668
Summary Description: Air Bag Inflator Rupture
Summary
The Office of Defects Investigation (ODI) opened PE14-016 in June 2014 based on six inflator rupture incidents involving consumer owned vehicles produced by five vehicle manufacturers.All six vehicles were operated in Florida or Puerto Rico at the time of the rupture and for the majority of their service life, and were equipped with inflators produced by Takata, a tier-one supplier of automotive air bag systems.During the course of PE14-016, ODI determined that five additional vehicle manufacturers used inflators of a similar design and vintage also supplied by Takata. No evidence of field failures was found in vehicles produced by these five additional manufacturers.Nonetheless, at ODI's insistence, all 10 vehicle manufacturers initiated a regional recall within approximately two weeks of the opening of the investigation.The regions recalled initially included Florida, Puerto Rico, Hawaii, and the U.S. Virgin Islands, areas with high absolute humidity and climatic conditions believed to be a significant factor in the inflator ruptures.As part of the recall actions, inflators removed from remedied vehicles are to be returned to Takata for testing.Takata's initial test results on passenger inflators from remedied vehicles indicated a much higher than anticipated rupture frequency for inflators returned from Florida.Accordingly ODI requested all 10 manufacturers expand the regional recalls for passenger inflators to include other geographic areas where high absolute humidity conditions exist, including the Gulf States and other coastal areas.Takata's testing of the passenger inflators to date continues to indicate this geographic area as having the highest risk, with no ruptures occurring from inflators returned from outside the expanded recall regions.During PE14-016 four additional passenger inflator field events occurred, all in vehicles from the same expanded geographic region.Also during PE14-016 four additional driver inflator field events occurred including two in vehicles from regions not known for high absolute humidity, specifically California and North Carolina.Accordingly, ODI requested all five of the affected vehicle manufacturers currently using the subject Takata driver inflators expand to nationwide recalls.Significantly, neither of the affected vehicle manufacturers or Takata provided any explanation to account for these two driver air bag inflator ruptures outside the area of high absolute humidity.Takata testing of returned driver inflators indicates a lower rupture frequency as compared to passenger inflator testing.All test ruptures reported by Takata to date have occurred on inflators returned from high absolute humidity areas.The investigation now includes all manufacturers and vehicles known to be affected at this time.ODI's investigation will focus on, among other things, root cause analysis, other potential defect consequences, identification of affected vehicles scope, and adequacy of the remedy.The five ODI reports cited above can be reviewed online at http://www-odi.nhtsa.dot.gov/owners/SearchNHTSAID under the following identification numbers: 10537899, 10568848, 10585224, 10605877, 10651492
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