886 Area Code

    area code

  • The Chinese Telephone Code Plan is the way to group telephone numbers in the mainland of the People’s Republic of China. Land lines and mobile phones follow different systems: land lines use area codes, while mobile phones do not.
  • A telephone numbering plan is a type of numbering scheme used in telecommunications to allocate telephone numbers to subscribers and to route telephone calls in a telephone network. A closed numbering plan, such as found in North America, imposes a fixed total length to numbers.
  • A three-digit number that identifies one of the telephone service regions into which the US, Canada, and certain other countries are divided and that is dialed when calling from one area to another
  • a number usually of 3 digits assigned to a telephone area as in the United States and Canada

    886

  • * The Glagolitic alphabet, devised by Cyril and Methodius, missionaries from Constantinople, is adopted in the Bulgarian Empire. * Alfred the Great captures London and renames it Lundenburgh. Slightly upstream from London Bridge he builds a small harbour called Queenhythe.
  • “886” is a single by Fiona Sit that was released on 7 January 2005. It appears on Fiona AVEP, which contains 2 tracks and one remix, “886”, “Pumpkin Cart”, and “886” (remix). The term stands for “Bye Bye” in Cantonese, commonly used as part of Internet slang.
  • Country Code: 886 International Call Prefix: 002, 005, 006, 007, 009, 019

886 area code

886 area code – Sparkling White

Sparkling White & Hot Pink Rose with Pearl Design Full Diamond Rhinestone Snap on Hard Skin Cover Case for Huawei M886 Mercury
Sparkling White & Hot Pink Rose with Pearl Design Full Diamond Rhinestone Snap on Hard Skin Cover Case for Huawei M886 Mercury
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Mercedes-Benz W111 (1959-1971)

Mercedes-Benz W111 (1959-1971)
The Mercedes-Benz W111 was a chassis code given to its top-range vehicles, including 4-door sedans, produced from 1959 to 1968, and 2-door coupes and cabriolets from 1961 to 1971. The W111, was initially attributed only to 6-cylinder cars with 2.2 litre engines. The luxury version with big-block 3 litre engines were given the chassis code W112. The entry-level vehicles with 4 cylinder engines were called W110. All three versions W110, W111, and W112, in both 2 and 4 door bodies, were built on an identical chassis.

Mercedes-Benz emerged from World War II as an automaker in the early 1950s with the expensive 300 Adenauers and the 300SL roadsters that gained it fame, but it was the simple unibody Pontons that were the volume models. However, in both their construction and design, the Pontons were archaic, based on 1940s models of U.S. sedans.
Work on replacing these cars began in 1956, and the design focused on passenger comfort and safety. The basic Ponton cabin was widened and squared off, with larger glass area improving driver visibility. A milestone in car design were front and rear crumple zones that would absorb kinetic energy from impact. The automaker also patented retractable seatbelts. (The death toll in the new generation cars would be less than half that of the pontons.[citation needed])
The exterior was designed for the European and North American markets. The body was modern and featured a characteristic tailfins that gave gave the models their nickname — the fintail (German: Heckflosse).

Production history

The sedan
Series production of the 4-door sedan began in August 1959, and the car was premiered at the Frankfurt Auto Show in autumn. Initially the series consisted of three models the 220b, 220Sb, and the 220SEb. These replaced the 219 W105, the 220S W180 and the 220SE W128 Ponton sedans respectively. The 220b was seen as a budget version lacking the extra chrome trims on the exterior, and having more simple wheel hub caps, interior trim and even pockets on doors. The prices for the three cars was 16,750, 18,500 and 20,500 in Deutsche Mark respectively. Production ratio was roughly at a rate of 1:2:1.
Powering the three cars was an identical 2195 cc straight-6 engine, carried over from the previous generation, producing 95 hp (71 kW) at 4800 rpm, and capable of accelerating the heavy car to 160 km/h (155 if fitted with optional automatic gearbox). The engine of the 220Sb with twin carburettors, produced 110 hp (82 kW) at 5000 rpm and raised the top speed to 165 km/h (103 mph) (160 km/h (99 mph)) and improved the 0-100 km/h acceleration to 15 seconds (16 on the 220b). The top range 220SEb featured Bosch fuel injection producing 120 hp (89 kW) at 4800 rpm, with top speed of 172 km/h (107 mph) (168 km/h (104 mph) for auto) and a 0-100 km/h in 14 seconds.

220S Mercedes-Benz
In 1961, the fintail range was filled with three new models, a simplified 4-cylinder W110, an identical, but fitted with a big-block 3 litre engine W112, and a 2-door coupe/cabriolet of the W111/W112 (see below). Though never attributed as part of the fintail family, the Mercedes-Benz W113 Pagoda roadster was designed as an identical modernisation of the 190SL Ponton, and came about in 1963.

220SB Mercedes-Benz
In summer 1965, production was terminated in launch of the new Mercedes-Benz W108 sedan. A total production of each was: 220b – 69,691, 220Sb – 161,119, and 220SEb – 65,886. Earlier in May, Mercedes-Benz gave its budget-range W110 cars a major facelift and in doing so opted to continue producing the W111 as a new model 230S. Previously the W110 was separate in terms of marketing and was classed as a 4 instead of 6-cylinder, 1965 turned that around. Despite their visual differences the cars were practically identical in terms of chassis and drivetrain. In 1965 the W110 was equipped with a six-cylinder engine, creating the model 230. The 230S, became a flagship model of the Mercedes mid-range cars (predecessors to today’s E-class).
The 230S was visually identical to the 220S, with a modernised 2306 cm? M180 engine with twin Zenith carburettors producing 120 horsepower (89 kW) at 5400 rpm. Top speed 176 km/h (109 mph) (174 km/h (108 mph) on auto), acceleration 13 seconds (15 on auto). In this final configuration a total of 41,107 cars were built through January 1968 when the last of 4-door fintails left the production line. Between 1959 and 1968 a total of 337,803 W111s were built.

The two-door

The fintails were almost gone on two-door versions
Design of a replacement for the two-door Pontons began in 1957, as most of the chassis and drivetrain were to be unified with the sedan, the scope was focused on the exterior styling. Some of the mock-ups and prototypes show that Mercedes-Benz attempted to give the two-door car a front styling almost identical to what would be realised in the Pagoda roadster, but ultimately favoured the work of engineer Paul Bracq. The rear bodywork however, persisted, and thus, though offic

1:72 Manshu Ki-53 "Insei", 1st chutai, 4th sentai – (Whif/Luft'46/scratch-built/kitbashing)

1:72 Manshu Ki-53 "Insei", 1st chutai, 4th sentai - (Whif/Luft'46/scratch-built/kitbashing)
Some background
In response to the disappointing Kawasaki Ki-45 "Toryu" (US code name ‘Nick’) in late 1939 and 1940, the Japanese army ordered the development of another twin-engine fighter. As an alternative, a lighter and more agile design was demanded, better suited for high altitude interception tasks than the twin-engine escort fighters of the era. One proposal was the Manshu Ki-53 "Insei" (‘Meteor’, code name ‘Stacy’), a relatively small and sleek, single-seated design which was built around two water-cooled Kawasaki Ho-40 (licence-built Daimler Benz DB 601, also used for the Kawasaki Ki-61 fighter) engines. The design was heavily influenced by German planes like the Messerschmitt Bf 110 or Focke Wulf Fw 187, in search of a better performance compared to both current single-or double-engine fighters in service.

After a hasty development the Ki-53 was only built in small numbers and exclusively assigned to homeland defense tasks. The plane was just in time operational to be used against the Doolittle raid on 18 April 1942, though it did not see action. The 84th Independent Flight Wing (Dokuritsu Hiko Chutai) introduced the Ki-53 as the first squadron, alongside its Ki-45. It became clear that the Ki-53 could better hold its own against single-engine fighters in aerial combat than the larger, two-seated Ki-45. It was more agile and offered a much better acceleration, but it suffered from several flaws that would never truly mended.

The Ki-53’s cannon armament proved to be effective against the B-17 and B-29 Superfortress raids, which started in June 1944. But the plane was complicated and not popular, production numbers remained small. Stability became poor at high altitudes, the water-cooled engines were exotic among Imperial Japanese Army Air Service aircraft and the radiator system was prone to leaking. The lack of a pressurized cabin made high altitude interceptions hazardous – most of the time, only an initial direct attack was possible. Since the basic design offered little room for future developments, a thorough redesign was rejected and only a mere 153 were built, so that the machine did not cause much impact.

Some machines received field modifications, like an additional, semi-recessed 30mm cannon under the fuselage (omitting the hard point), these machines were designated Ki-53-I. Some Ki-53 had one of their fuselage tanks behind the cockpit removed and two additional 20mm cannons, angled 30° upwards with 150 rgp each installed – under the designation KI-53 KAI. Probably 30 machines were converted this way and used as night fighters

Later, the interceptor concept was taken back to single-engine projects like the Ki-87 or Ki-94, but both failed to proceed to hardware stage.

General characteristics:
Crew: 1
Length: 29 ft 8 in (9.05 m)
Wingspan: 44 ft (13.4 m)
Height: XXX m
Wing area: 213 ft? (19.7 m?)
Weight: 6.886 kg

Maximum speed: 390 mph (625 km/h)
Range: 800 miles (1,200 km)
Service ceiling: 39.400 ft (12.000 m)
Rate of climb: 2,857 ft/min (14.1 m/s)
Engine: 2 Kawasaki Ho-40 with 1.475 hp

Armament: 2? 20 mm Ho-5 cannon (in the lower nose, 175 rpg each, one hard point under the fuselage fore a 500 kg bomb or an auxiliary tank.

The kit and its assembly
This is total whif, a true Frankenstein creation from various kits without a real life paradigm. Actually, a pair of DH.88 wings were the start of it all. They are so elegant and slender, I wanted to build something for high altitudes with them, like a Luft ’46 BV 155 or Bf 109H. That idea turned into a twin engine propeller fighter, like a small-scale Westland Welkin. But since such a plane would not fit into German demands, I ‘re-located’ it conceptually to Japan. Historically it would fit, esp. its DB 601 engines, which were also used on the Ki-64 ‘Hien’, the only other serial production plane of the army with a water-cooled engine. The sleek lines and its small size would also fit Japanese design.

Consequently, I gave it the Ki-53 designation. I am not certain if this number had been allocated or used, I could not find a good reference?

Anyway, now that the basic idea was clear, here’s a list of what went into this fantasy creation (all 1:72 scale):

- Fuselage, tail and cockpit from a Hobby Boss He 162
– Engines from an Italieri He 111
– Propellers from an Airfix OV-10D
– Main wings and rear engine nacelle parts from an Airfix DH.88
– Wing radiator units from a Matchbox Me 410
– Landing gear from a Dragon Ho 229
– Main wheels from a PM Ta 183
– Tail wheel from a Revell Eurocopter ‘Tiger’
– Matchbox pilot figure

The He 162 fuselage lost its jet engine on the back (closed with 2c putty), resulting in a very clean fuselage, IMHO a great complement to the sleek DH.88 wings. Since I wanted to keep the original cockpit from the He 162 (even though the Hobby Boss kit is gruesome in this point!) but not use a tricycle undercarriage, the wing roots were moved forward


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