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To display the hardware and software characteristics of your security appliance, use the show version command. The information that you can see from this command is similar to the show version command on an IOS-based device. With this command, you can see the following information about your appliance: OS software and ASDM versions, uptime since last reboot, type of processor, amount of RAM and flash, interfaces, licensed features, serial number, activation key, and the timestamp showing when configuration was last changed. The following is an example of the show version command on an ASA 5505 running version 8.0(3):
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Max. Truck Shear/Reactions Tandem Governing Truck Author's Two 25 Kip axles Moments Formula** (Kip-Ft) (Kip-Ft) HS-20 (Kips) 950 1012.5 1075 1137.5 1200 1262.5 1325 1387.5 1450 1575 1700 1825 1950 2075 2200 2325 2450 2575 2700 2825 2950 1164.98 1254.70 1344.44 1434.21 1524.01 1613.82 1703.65 1883.36 2063.10 2242.89 2422.704 2602.54 2782.40 2962.27 3142.16 3322.05 3501.96 3681.88 3861.80 4041.73 HS-20 moments govern 1793.50 63.6 64.09 64.53 64.93 65.28 65.6 65.89 66.16 66.4 Tandem Two 25 Kip Axles (Kips) 48.75 48.82 48.89 48.95 49 49.05 49.09 49.13 49.17 49.23 49.29 49.33 Lane load with 26 kips concentrated load for shear governs 49.38 49.41 49.44 49.47 49.5 49.52 49.55 49.57 49.58 Governing Truck Shear (Kips) 63.6 64.09 64.53 64.93 65.28 65.6 66.16 66.4 66.83 67.20 67.52 67.8 68.06 68.27 68.46 68.64 68.8 68.95 69.08 69.2 HS-20 shear force govern 65.89
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If you omit the number at the end of the command, it defaults to 1, which displays a single message about the success or failure of the building of the tunnel. Specifying 255 is a complete hex dump of the packets. Specifying a number in the range of 100 150 gives you similar output to what you would find with this command on an IOS router. For troubleshooting of just the Phase 2 processes on the appliance, use the debug crypto ipsec command.
In this version, CountIt now takes an integer argument. Notice how the parameter list is specified after the delegate keyword when the anonymous method is created. The code inside the anonymous method has access to the parameter end in just the same way it would if a named method were being created. The output from this program is shown next:
Nevus Seborrheic keratosis Basal cell carcinoma Vascular Dermatofibroma Squamous cell carcinoma Melanoma Other
ciscoasa(config)# webvpn ciscoasa(config-webvpn)# svc image disk0:anyconnect-win-2.2.0128-k9.pkg
The show dhcpd command displays the address bindings and statistics for the DHCP server:
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In this chapter we present the latest techniques necessary to design a cam-follower valve gear system for a new automobile internal combustion engine or to replace a cam in an existing engine. Included in this broad subject are automotive engines for public transportation, racing cars, motorcycles, and diesel engines. The presentation will largely utilize computer software which is listed in App. D. Curve information in Chaps. 2, 3, and 4 and the material lubrication and manufacturing information of Chaps. 9 and 10 are particularly pertinent. Also, the reader should refer to s 11, 12, and 13 which present the dynamic study of compliant high-speed cam systems applied to automotive internal-combustion valve-control systems. An excellent reference for the subject of automotive camshaft design is Hubbard (2000). Valuable information was shared with Crane (2000) and Dour (2002). Automotive cam valve-gear systems are of two types: Open-track cam system Closed-track cam system (desmodromic) The open-track cam follower, which is most popular, has a spring to maintain constraint of the mechanism. The closed-track follower is held on the cam by virtue of its mechanism design. This type of follower system is largely applied to motorcycles. The following types of cam-driven automotive valve installations are shown: Direct acting on valve, L-head, overhead cam (OHC) Push-rod rocker arm overhead valve train with at or roller contact (OHV) Cam-on-rocker arm (CORA) valve train with radius or roller follower (OHC) Most automotive engines made in the United States before World War II were at-head (L-head) designs, Fig. 16.2. The L-head design has a short stiff-valve follower train which lessened potential dynamic problems, such as follower jump. After 1950, most United States manufacturers switched to overhead valve designs (OHV) which became the United States standard. The OHV designs, Fig. 16.3, used an underhead camshaft which drove a long, compliant pushrod to actuate the overhead valves located above the pistons. At high speeds the long, exible follower trains of these pushrod designs caused signi cant dynamic problems with the valve trains. Postwar European and Japanese engine designers adopted the overhead camshaft design, Fig. 16.4. The camshaft is located in the head above the valves. It provides a short, light, and stiff follower train similar to the old-fashioned athead engines. This system allowed higher speeds of engine performance since the follower train had a higher natural frequency. Accordingly, United States manufacturers are currently shifting from pushrod overhead valve designs to overhead camshaft designs in the new engines.
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