HP HPE6-A49 : Aruba Certified Design Expert 8 Written exam ExamExam Dumps Organized by Huilang
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Test Number : HPE6-A49
Test Name : Aruba Certified Design Expert 8 Written Exam
Vendor Name : HP
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Exam ID : HPE6-A49
Exam type : Proctored
Exam duration : 2 hours
Exam length : 60 questions
Passing score : 70%
Delivery languages : Japanese, English
This exam validates candidates knowledge, skills, and ability to analyze a customers complex, enterprise-level, wired and wireless campus, branch, and remote networking requirements, create an architectural solution design and integrate the design components.
This exam has 60 questions. Here are types of questions to expect:
- Multiple choice (multiple responses), scenario based
- Multiple choice (single response), scenario based
- Multiple choice (multiple responses)
- Multiple choice (single response)
- Scenarios with multiple questions
- Gather and analyze data, and document customer requirements.
- Given an outline of a customer's needs for a complex multi-site, multi-vendor environment, determine the information required to create a solution.
- Evaluate the requirements, and select the wired and wireless networking technologies for the design.
- Given a scenario, evaluate the customer requirements for a complex multi-site, multi-vendor environment to identify gaps per a gap analysis and select components based on the analysis results.
- Given a scenario, translate the business needs of a complex multi-site, multi-vendor environment into technical customer requirements.
- Plan and design an Aruba solution per the customer requirements.
- Given a scenario, select the appropriate products based on the customer's technical requirements for a complex multi-site, multi-vendor environment (complex integration).
- Given the customer requirements for a complex multi-site multi-vendor environment, design the high-level architecture.
- Given a customer scenario, explain how a specific technology or solution would meet the customer's requirements.
- Produce a detailed design specification document. (Network design, Visio diagram, RF plan)
- Given a customer scenario for a complex multi-site, multi-vendor environment, choose the appropriate components that should be included in the BOM.
- Given the customer requirements for a complex multi-site multi-vendor environment, determine the component details and document the high-level design.
- Given a customer scenario for a complex multi-site multi-vendor environment, determine and document the detailed network management design.
- Given a customer scenario for a complex multi-site, multi-vendor environment, design and document a detailed network security solution.
- Given a customer scenario, design and document the branch access solution.
- Given a customer scenario of a complex multi-site, multi-vendor environment, design and document the logical and physical network solutions.
- Given the customer scenario and service level agreements, document the licensing and maintenance requirements. (Note: These will be line items in BOM [Service packs, subscriptions, uptime scenarios].)
- Recommend the solution to the customer.
- Given the customer's requirements, explain and justify the recommended solution.
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New-age dually pickups boast mighty diesel engines with 400-plus horsepower and greater than 1,000 pound-feet of torque, assisting them tow upwards of 30,000 kilos by the use of gooseneck or fifth-wheel trailers. My 1966 Ford F600 is…no longer like that. Its 300-cubic-inch inline-six makes most effective 150 internet horsepower and 272 pound-feet of torque, however can nevertheless haul greater than 11,000 pounds in the mattress. Most modern super obligation DRW models you see on the road max out round 7,000 kilos of payload means, so how does mine manage?
frame, suspension and axle power all play an element, as does gearing.© The drive/Caleb Jacobs recognize Your Truck
I need to clear this up appropriate away: gross vehicle weight scores and, resultantly, automobile classification make the entire change. despite contemporary F-350s having much more potent engines, they nevertheless fall on the lighter side of medium-duty vans with 11,xxx-pound GVWRs, touchdown them squarely in type three. My truck has a listed GVWR of 20,000 pounds, making it a category 6; for the sake of comparison, a 2020 F-600 has a GVWR of 22,000 pounds and subsequently a payload ability essentially two heaps greater than my traditional.
GVWR can be attributed to frame electricity, suspension durability and axle capacities, amongst other factors. it be very nearly the weight that your car can face up to, together with the heft of the truck itself. here is decided and listed by means of the brand, although which you can have some insight into how your vehicle's changed into set with the aid of taking a look at attributes akin to axle score. as an example, based on my door tag, my Ford has an Eaton 13802 rear axle, which consists of a ranking of 15,000 pounds.
One formula of calculating a rough payload means estimate is to take the automobile's measured weight and subtract it from the GVWR. in the case of my 1966, it weighs eight,500 kilos empty, so subtracting that from the 20,000 GVWR offers me about eleven,500 pounds of competencies payload potential.
it be critical to word that GVWR excludes rated trailer weight; that is particular by one more determine assigned by means of the company called gross mixed weight score, or GCWR. In that class, my Ford is far outweighed by means of duallies from this century.
In layman's phrases, a new F-350 with the 6.7-liter power Stroke diesel may have ample energy to lug round 11,000 pounds in the bed, but the frame and suspension equipment ain't made for it. hence, if you are planning on hauling cargo without a trailer, you will are looking to step up.© The drive/Caleb Jacobs not Pictured: My new single-wire distributor. Gearing Makes the world Go 'circular
I could be in a position to carry 5.5 lots of gravel in my truck's dump mattress with (highly few) issues, but I cannot push the 55-yr-historical rig previous 60 miles per hour with out a combat or a loss of life desire. modern trucks are much more desirous to cruise on the interstate with quite a lot of passing power left at 70 mph, empty or absolutely loaded. every thing has its alternate-off and, in my case, or not it's velocity. Oh, and comfort. And defense.
when you consider that my F600 has an electric two-velocity rear end, I've received the choice of a 5.eighty three or eight.11 axle ratio in high and low, respectively. essentially, the axle ratio is how many revolutions it takes for the output shaft from the transmission to show the ring and pinion gears inside the rear conclusion exactly as soon as. vigour is then dispersed throughout the axle shafts and to the automobile's wheels. The more instances that output shaft has to turn to spin the rear wheels once, the higher the quantity--and the "lessen" the rear end is considered to be.
So, the bottom accessible rear end in a 2020 Ford F-350 has a four.30 ratio, which is plenty low through most individuals' requirements however quite slightly larger than my patina'd prince. a new F-600, in the meantime, has 4.88 rears. here's where I come out ahead.
With my transmission in granny low and the two-speed swap depressed, i am now not going anywhere faster than about 7 mph. Even then, the engine could be spinning around four,000 rpm which I assure you is a whole lot. This comes in handy in case you've received to climb a steep grade equivalent to a driveway with a load on. past that, making full use of my eight ahead speeds (4-pace transmission accelerated by way of the two-velocity axle) is important to maintaining with traffic.
Gearing can make all of the difference in how a automobile performs, which is why you see hot-rodders and off-roaders swap rear ends and differentials to more advantageous healthy their utility. there is an almost limitless variety of alterations that will also be made within a transmission and differential to extract the most performance or efficiency out of an engine. My truck occurs to fit in the previous category given its teensy power output however especially huge-time work capabilities.© Ford Motor enterprise recordsTo Swap or no longer to Swap
I've considered swapping a greater effective engine into my Ford, but truthfully, there isn't a want. many of the hauling I do is at low speeds and, frankly, the inline-six has no difficulty taking off from a standstill. height torque kicks in at 1,400 rpm and includes on to 2,a hundred rpm, a variety where I spend loads of my time when moving creek gravel at their household's campground.
nevertheless, nobody may blame you for inserting a extra up to date turbodiesel like a 12-valve Cummins into yours. simply understand you likely don't need it.© The force/Caleb Jacobs
Caleb Jacobs is Deputy news Editor on the drive. He buys bizarre things, like a '66 Ford dump truck, a 'sixty five Chevy school bus and a '63 foreign Loadstar. They can't seem to stop him from writing about them. ship him a be aware: email@example.com
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