Tires for snow Articles

Mark Snow (born Martin Fulterman on 26 August 1946 in New York City) is a prolific composer for film and television.

He is brother-in-law of actress Tyne Daly and actor Tim Daly.

Snow graduated from the Juilliard School in New York City. He was a co-founder of the New York Rock & Roll Ensemble.

One of his most famous compositions is the theme music for sci-fi show The X-Files, which reached #2 in the UK Singles Chart, but Snow also wrote the music for Chris Carter’s Millennium, and the background music scores for both shows, a total of 12 seasons’ worth. The X-Files typically used more instrumental music score than most hour-long dramas.

He also composes the scoring for Smallville. He has even composed music for video games, such as Syphon Filter: Dark Mirror and Giants: Citizen Kabuto.

He has been nominated for 12 Emmy Awards and won 18 ASCAP awards.

Kisha Snow (b. February 25, 1969) is a female boxer from the United States.

In 1999, Snow won the amateur women’s boxing American Heavyweight title. She has gone on to have a prosperous career as a professional boxer, fighting and beating some of the top female fighters.

Snow has declared that she is gay [1]. However, she later backed off, announcing she would get married to a man.

Kisha Snow (b. February 25, 1969) is a female boxer from the United States.

In 1999, Snow won the amateur women’s boxing American Heavyweight title. She has gone on to have a prosperous career as a professional boxer, fighting and beating some of the top female fighters.

Snow has declared that she is gay [1]. However, she later backed off, announcing she would get married to a man.

A snow roller is a rare meteorological phenomenon in which large snowballs are formed naturally as chunks of snow are blown along the ground by wind, picking up material along the way, in much the same way that the large snowballs used in snowmen are made.

Unlike snowballs made by people, snow rollers are typically cylindrical in shape, and are often hollow since the inner layers, which are the first layers to form, are weak and thin compared to the outer layers and can easily be blown away, leaving what looks like a doughnut or jelly roll. Snow rollers have been seen to grow as large as two feet in diameter.

The following conditions are needed for snow rollers to form:

• The ground must be covered by a layer of ice that snow will not stick to.
• The layer of ice must be covered by wet, loose snow with a temperature near the melting point of water.
• The wind must be strong enough to move the snow rollers, but not strong enough to blow them too fast.
• Alternatively, gravity can move the snow rollers as when a snowball, such as those that will fall from a tree or cliff, lands on steep hill and begins to roll down the hill.

Because of this last condition, snow rollers are more common in hilly areas. However, the precise nature of the conditions required makes them a very rare phenomenon.

A snow gauge is a type of instrument used by meteorologists and hydrologists to gather and measure the amount of solid precipitation (as opposed to liquid precipitation that is measured by a rain gauge) over a set period of time.

The snow gauge consists of two parts, a copper catchment container and the funnel shaped gauge itself. The actual gauge is mounted on a pipe outdoors and is approximately 1.5 m (4 ft 11 in) high, while the container is 51.5 cm (201/4 in) long.

When snow has fallen the container is removed and replaced with a spare. The snow is then melted, while still in the container, and poured into a glass measuring graduate. While the depth of snow is normally measured in centimetres, the measurement of melted snow (water equivalent) is in millimetres. An estimate of the snow depth can be obtained by multiplying the water equivalent by ten.

The snow gauge suffers from the same problem as that of the rain gauge when conditions are windy. If the wind is strong enough, then the snow may be blown across the wind gauge and the amount of snow fallen will be under-reported. However, due to the shape and size of the funnel this is a minor problem.

If the wind is very strong and a blizzard occurs then extra snow may be blown into the gauge and the amount of snow fallen will be over-reported. In this case the observer must judge how much of the water is from snow blown into the container and how much is fallen snow.

Another problem that occurs, is when both snow and rain fall before the observer has time to change the gauge. In all of these cases the observer must judge how much of the water is snow and how much is rain.

Remote reading gauges, such as used by weather stations, work similarly to rain gauges. They have a large catch area (such as a drum sawn in half, top to bottom) which collects snow until a given weight is collected. When this critical weight is reached, it tips and empties the snow catch. This dumping trips a switch, sending a signal. The collection then repeats. If the catch container has a heater in it, it measures the snow weight accurately. It is also possible to tip based on volume instead of weight, with appropriate fill sensing.

Another snow sensor called a snow pillow looks like a round bag laying on the ground. Inside the pillow is a liquid such as an environmentally safe antifreeze. Usually the snow pillow will be connected to a manometer. The manometer reading will vary based on how much snow is sitting on the pillow. This type of sensor works well for many locations but is more difficult to use in areas of hard blowing snow.

Introduction

Tires provide for steering, traction, braking, and load support by transmitting forces between the vehicle and the road. Lateral Force Variation (LFV) is a property of a tire that characterizes its dynamic behavior of these forces. High values of LFV for a given tire reflect a high level of manufacturing variations in the tire structure that will impart ride disturbances into the vehicle in the lateral, or steering, direction. LFV is measured according to processes specified by the ASTM International in ASTM F1806 – Standard Practice for Tire Testing.

LFV can best be explained by example. Assume a perfectly uniform tire mounted on a perfectly round wheel loaded with a constant force against a perfectly round test wheel. As the wheel turns, it turns the tire, and the tire carcass undergoes repeated deformation and recovery as it enters and exits the contact area. If we measure the lateral force between the tire and the wheel we will see zero change as the tire turns. If we now test a typical production tire we will see the lateral force vary as the tire turns.

Consider a good tire with LFV of 4 pounds. This tire will induce a 4 pound force sideways into the vehicle every rotation. The frequency of the force will increase in direct proportion to rotating speed. This affect will influence the steering of the vehicle. Tire makers test tires at the point of manufacture to verify that the RFV is within allowable quality limits. Tires that exceed these limits may be scrapped or sold to markets that do not require stringent quality.

Waveform Analysis

LFV is a complex waveform. It is expressed using several standard methods, including peak-to-peak, first harmonic, second harmonic, and higher-order harmonics. In production LFV testing these are reported as both magnitudes and angles.

John Snow or Jon Snow is the name of:

• John Snow (physician), the founder of epidemiology and a major contributor to the development of anaesthesia
• John W. Snow, United States Secretary of the Treasury from 2003-2006
• Jonathan L. Snow, an expert on Hamas and a Research Fellow at the Foundation for the Defense of Democracies in Washington DC
• John Snow (cricketer), an English cricketer
• John J. Snow, Jr., a member of the North Carolina Senate
• Jon Snow, British newscaster
• John Snow, Inc, public health research/consulting firm
• Jon Snow (A Song of Ice and Fire), a character in George R. R. Martin’s novel series A Song of Ice and Fire

Tire bead is the term for the edge of a tire that sits on the wheel. Wheels for automobiles, bicycles, etc. are made with a small slot or groove for the tire bead to sit in. When the tire is properly inflated the air pressure within the tire keeps the bead in this groove.

It is common amongst drivers of off-road vehicles to decrease the air pressure in their tires. This makes the tread of the tire spread out, creating more surface area for the tire’s tread to grip the terrain. If the pressure is too low there may not be enough pressure to keep the bead on the wheel thus causing the bead to pop off the wheel. This is often referred to as “losing a bead”. Beadlocks, which clamp the bead on the wheel, are often used in this case. Dreadlocks, despite their similar spelling, are unrelated.

Rain fade refers to the absorption of a microwave Radio Frequency (RF) signal by rain or snow, and is especially prevalent in frequencies above 11 GHz. It also refers to the degradation of a signal caused by the electromagnetic interference of the leading edge of a storm front. Rain fade can be caused by rain or snow at the uplink or downlink location. It does not need to be raining at a location for it to be affected by rain fade. The signal may pass through rain or snow many miles away, especially if the satellite dish has a low look angle. From 5 to 20 percent of rain fade or satellite signal attenuation may also be caused by rain, snow or ice on the downlink antenna reflector, radome or feed horn.

Possible ways to overcome rain fade are site diversity, uplink power control, variable rate encoding, receiving antennas larger than the requested size for normal weather conditions, and hydrophobic coatings.

Tire rotation or rotating tires is the practice of moving automobile tires from one wheel to another to ensure even tire wear. Tire wear is uneven for any number of reasons. Even tire wear is desirable to maintain consistent performance in the vehicle.

By design, the weight on the front and rear axles differs which causes uneven wear. With the majority of cars being front-engine cars, the front axle typically has more of the weight. For rear wheel drive vehicles, the weight distribution between front and back approaches 50:50. Front wheel drive vehicles also have the
differential in front, adding to the weight with a typical weight distribution of no better than 60:40. This means, all else being equal, the front tires wear out at almost twice the rate of the rear wheels, especially when factoring the additional stress that braking puts on the front tires. Thus, tire rotation needs to occur more frequently for front-wheel drive vehicles.

Turning the vehicle will cause uneven tire wear. The outside, front tire is worn disproportionately. Cloverleaf interchanges and parking ramps turn right in right hand drive countries, causing the left front tire to be worn faster than the right front. Furthermore, right turns are tighter than left turns, also causing more tire wear. Conversely the sidewalls on the right tire tends to be bumped and rubbed against the curb while parking the vehicle, causing asymmetric sidewall wear. The symmetric opposite occurs in countries that drive on the left.

In addition, mechanical problems in the vehicle may cause uneven tire wear. The wheels need to be aligned with each other and the vehicle. The wheel that is out of alignment will tend to be dragged along by the other wheels, causing uneven wear in that tire. If the alignment is such that the vehicle tends to turn, the driver will correct by steering against the tendency. In effect the vehicle is constantly turning, causing uneven tire wear. Also, if a tire is under or over-inflated, it will wear differently than the other tires on the vehicle. Rotating will not help in this case and the inflation needs to be corrected.

Manufacturers will recommend tire rotation frequency and pattern. Depending on the specifics of the vehicle tire rotation may be recommended every 12,000 km (7,500 mi). The rotation pattern is typically moving the back wheels to the front and the front to the back but crossing them when moving to the back. If the tires are unidirectional, the rotation can only be rotated front to back on the same side of the vehicle to preserve the rotational direction of the tires. Most unidirectional tires can be moved from side to side if they are remounted; tires with asymmetric rims are a rare exception. More complex rotation patterns are required if the vehicle has a full-size spare tire that is part of the rotation or if there are snow tires.

Current thinking stresses the desirability of keeping the best tires on the rear wheels of the vehicle, whether it is front or rear drive. The reason for this is that if the rear wheels lose grip before the front ones, an oversteer condition will occur, which is harder to control than the corresponding understeer which will happen if a front wheel is lost. This is also the case if a tire blows out, so the intuitive belief that the front steering/driving tires need to be the best quality is not actually the case.

In rare cases, automobile manufacturers may recommend performing no tire rotation at all (eg BMW MINI).