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World's Most Satisfying 66 kg Hexagonal Rusty Weight Block! Cutting! 🔪 😱

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🚨🚨 Thousands of people are already using Dr. William Makis's ivermectin dosing chart... 📌📌Clear and categorized breakdown based on body weight (mg/kg per day) recommended by Makis: 💊 LOW DOSE: ≤ 0.5 mg/kg/day Best for: - Cancers in remission - Strong family history or genetic predisposition - Prophylaxis (preventive) *Side effects:** No long-term side effects have been reported. **Example:** Dr. Tess Lawrie reported a case of stage 3 ovarian cancer treated with chemotherapy + 12 mg of ivermectin daily. The tumor marker CA125 dropped from 288 to 22 after 2 months and the tumor disappeared. 💊💊 MEDIUM DOSE: 1.0 mg/kg/day *Best for: Initial dose for **most cancers** (lung, pancreas, renal cell, gastric, etc.). **Side effects:** No long-term side effects have been reported. **Example:** The 70-year-old patient with prostate cancer (PSA 89) from Dr. Shankara Chetty took 45 mg/day (plus lactoferrin). After two months, the PSA fell to 10.9. 💊💊💊 HIGH DOSE: 2.0 mg/kg/day Best for: Very aggressive cancers (leukemia, pancreas, brain cancers). **Side effects:** No long-term side effects have been reported. **Example:** The stage 4 gallbladder cancer patient of Dr. Allan Landrito took 2 mg/kg daily for 14 months — the cancer disappeared. 💊💊💊💊 VERY HIGH DOSE: ≥ 2.5 mg/kg/day Best for: Extensive metastatic disease, extremely poor prognosis, or certain brain cancers. **Side effects:** Possible short-term and transient visual effects (generally resolve in a few days). **Example:** Dr. Shankara Chetty treated a patient with 2.5 mg/kg/day — no side effects were reported. **Quick conversion example (for a 60 kg / 132 lb person):** - Low: ≤30 mg/day - Medium: 60 mg/day (≈5×12 mg tablets or 1 teaspoon of liquid) - High: 120 mg/day - Very High: ≥150 mg/day There are many anecdotal reports of long-term daily use (months to over a year) without serious toxicity, but individual responses vary... Always work with a knowledgeable clinician, especially if you have preexisting conditions (e.g., vision problems or glaucoma)...🚨🚨 This is for educational purposes only... Share to spread awareness and save lives... Information is power...

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PeachProof

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And it’s not even the heaviest Air craft ever built, however, the difference in weight between it and the heaviest aircraft once existed is 8,000 kg. Humans have indeed accomplished some of the craziest things in life. Antonov An-225 Mriya used to be the world's largest and heaviest aircraft before it was destroyed by Russian forces in Ukrainian airport in February 2022, during this ongoing Russo-Ukrainian war. Happened that when an invasion warning came, the Mriya could not fly. It was undergoing scheduled maintenance at Hostomel Airport (Kyiv) with one of its six engines dismantled. Other Ukrainian planes evacuated but Mriya was trapped on the ground, a sitting duck. It was housed in a massive hangar that was shelled by Russian artillery. A fire broke out, destroying the cockpit, nose, and avionics, effectively beheading the aircraft. Only one single Antonov An-225 Mriya was ever completed and flown. Here are Videos of Antonov An-225 Mriya while in service and after destruction.

Ozor Ndi Ozor

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$Jet Fuel is a fascinating story. We don’t measure it in litres, we measure it in weight, because fuel expands/contracts with temperature while weight stays constant. Jet fuel’s specific gravity is ~0.8, so 1 litre ≈ 0.8 kg (lighter than water). It’s also worth noting that jet fuel is essentially a highly refined kerosene, far less volatile than gasoline, which makes it safer to handle in large quantities. On a long-haul, fuel can be close to half the aircraft’s total weight at departure. On the A350-1000, that can be ~129 tonnes. At most major international airports, this much fuel doesn’t turn up in a tanker. It’s stored in a depot and delivered through a network of underground hydrant pipes to each stand. The “tanker” you see is really a pump truck connecting the hydrant to the aircraft and metering the exact uplift. When I moved from the A340-600 to the A350-1000, one of the things that struck me most was just how much simpler and smarter the fuel system became and how much less fuel we required for the same journeys. On the A340-600, we needed a rear trim tank in the tail to keep the aircraft in balance during cruise. It worked beautifully, but it added complexity. The A350 doesn’t need that, instead, it uses tiny fractions of flap in cruise, together with the latest wing aerodynamics, to keep perfectly in trim. London → New York comparison (typical figures): - A340-600: ~80–90 tonnes of trip fuel - A350-1000: ~50–60 tonnes of trip fuel That’s roughly 30–40% less fuel, saving ~25–30 tonnes on a single flight, which also means about 80–95 tonnes less CO₂ (rule of thumb: 1 tonne of jet fuel ≈ 3.16 tonnes CO₂) 📸 by ig/captainchris$

Jet Fuel is a fascinating story. We don’t measure it in litres, we measure it in weight, because fuel expands/contracts with temperature while weight stays constant. Jet fuel’s specific gravity is ~0.8, so 1 litre ≈ 0.8 kg (lighter than water). It’s also worth noting that jet fuel is essentially a highly refined kerosene, far less volatile than gasoline, which makes it safer to handle in large quantities. On a long-haul, fuel can be close to half the aircraft’s total weight at departure. On the A350-1000, that can be ~129 tonnes. At most major international airports, this much fuel doesn’t turn up in a tanker. It’s stored in a depot and delivered through a network of underground hydrant pipes to each stand. The “tanker” you see is really a pump truck connecting the hydrant to the aircraft and metering the exact uplift. When I moved from the A340-600 to the A350-1000, one of the things that struck me most was just how much simpler and smarter the fuel system became and how much less fuel we required for the same journeys. On the A340-600, we needed a rear trim tank in the tail to keep the aircraft in balance during cruise. It worked beautifully, but it added complexity. The A350 doesn’t need that, instead, it uses tiny fractions of flap in cruise, together with the latest wing aerodynamics, to keep perfectly in trim. London → New York comparison (typical figures): - A340-600: ~80–90 tonnes of trip fuel - A350-1000: ~50–60 tonnes of trip fuel That’s roughly 30–40% less fuel, saving ~25–30 tonnes on a single flight, which also means about 80–95 tonnes less CO₂ (rule of thumb: 1 tonne of jet fuel ≈ 3.16 tonnes CO₂) 📸 by ig/captainchris

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🧐🇰🇷🇩🇪🇺🇸 The Tank That Crashed the Party of Giants For decades, the throne of armored warfare belonged to a select few. The M1 Abrams. The Leopard 2. Names that defined what a world class battle tank looked like. Then South Korea built the K2 Black Panther. Armed with a devastating 120mm gun, protected by advanced armor, powered by cutting edge electronics, and capable of blistering mobility, the K2 wasn't designed to compete. It was designed to win. What makes its rise even more remarkable is how quickly it happened. A tank once known only to military experts is now securing major export deals and earning recognition as one of the most advanced main battle tanks on Earth. Today, any conversation about the world's best tanks must include three names: M1 Abrams. Leopard 2. K2 Black Panther. The old guard has a new equal. And the K2 didn't ask for a seat at the table. It built its own.

Defence Index

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The making of the Airbus A380 - building the world's largest passenger aircraft The Airbus A380 was designed to move more passengers farther and quieter than any aircraft before it. Its development brought together engineering teams from across Europe to create a true aviation giant. Major sections of the A380 are manufactured in different countries. The wings are built in the United Kingdom, the fuselage sections in Germany and France, the cockpit and nose in France, and the horizontal tail plane in Spain. These massive components are transported by Beluga aircraft, ships, and special road convoys to the final assembly line in Toulouse, France ملم The A380 uses advanced aluminum alloys and composite materials to handle extreme structural loads while keeping weight under control. Its wings are the largest ever fitted to a passenger aircraft, designed to flex several meters upward in flight without damage. Inside, the aircraft features a full-length double-deck cabin, advanced fly-by-wire systems, and one of the most complex electrical and hydraulic architectures ever installed on a civil airliner After assembly, each A380 undergoes extensive ground tests, system checks, and flight testing to certify performance, safety, and reliability before entering airline service

The making of the Airbus A380 - building the world's largest passenger aircraft The Airbus A380 was designed to move more passengers farther and quieter than any aircraft before it. Its development brought together engineering teams from across Europe to create a true aviation giant. Major sections of the A380 are manufactured in different countries. The wings are built in the United Kingdom, the fuselage sections in Germany and France, the cockpit and nose in France, and the horizontal tail plane in Spain. These massive components are transported by Beluga aircraft, ships, and special road convoys to the final assembly line in Toulouse, France ملم The A380 uses advanced aluminum alloys and composite materials to handle extreme structural loads while keeping weight under control. Its wings are the largest ever fitted to a passenger aircraft, designed to flex several meters upward in flight without damage. Inside, the aircraft features a full-length double-deck cabin, advanced fly-by-wire systems, and one of the most complex electrical and hydraulic architectures ever installed on a civil airliner After assembly, each A380 undergoes extensive ground tests, system checks, and flight testing to certify performance, safety, and reliability before entering airline service

Mechanical Knowledge

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Single vs Multi-hand Attention by hand ✍️ Resize matrices yourself 👉 The most important fact about multi-head attention: it has the same parameter count as single-head attention. The difference is purely structural — same total Wqkv weights, partitioned into smaller q–k–v triples. Look at the two diagrams below. Both Wqkv matrices have the same height — same number of weight rows, same number of parameters. What changes is how that single tall block is sliced. • Left. One head. The full Wqkv produces one big QKV: a tall Q (36 rows), a tall K, a tall V. One scoring computation runs over those full-width tensors. • Right. 3 heads. The same-height Wqkv is sliced into 3 smaller q–k–v triples — each 12 rows tall. 3 scoring computations run in parallel, each a thinner version of the left. The compute trade-off — kind of. Same Wqkv weights. Multi-head runs the attention scoring S = Kᵀ × Q once per head, so the dot-product count multiplies by H. • Single-head: seq × seq = 40² = 1600 dot products • Multi-head: seq × seq × H = 40² × 3 = 4800 dot products (3×) But each multi-head dot product is narrower — its inner dimension is head_dim instead of H × head_dim. So when you count actual scalar multiplications, the totals are equal: • Single-head: seq² × (H × head_dim) = 40² × 36 = 57600 • Multi-head: seq² × H × head_dim = 40² × 3 × 12 = 57600 Same FLOPs. Multi-head buys you H independent attention patterns at no extra weight cost and no extra arithmetic cost — it's the same total compute, sliced into H finer-grained heads.

Single vs Multi-hand Attention by hand ✍️ Resize matrices yourself 👉 The most important fact about multi-head attention: it has the same parameter count as single-head attention. The difference is purely structural — same total Wqkv weights, partitioned into smaller q–k–v triples. Look at the two diagrams below. Both Wqkv matrices have the same height — same number of weight rows, same number of parameters. What changes is how that single tall block is sliced. • Left. One head. The full Wqkv produces one big QKV: a tall Q (36 rows), a tall K, a tall V. One scoring computation runs over those full-width tensors. • Right. 3 heads. The same-height Wqkv is sliced into 3 smaller q–k–v triples — each 12 rows tall. 3 scoring computations run in parallel, each a thinner version of the left. The compute trade-off — kind of. Same Wqkv weights. Multi-head runs the attention scoring S = Kᵀ × Q once per head, so the dot-product count multiplies by H. • Single-head: seq × seq = 40² = 1600 dot products • Multi-head: seq × seq × H = 40² × 3 = 4800 dot products (3×) But each multi-head dot product is narrower — its inner dimension is head_dim instead of H × head_dim. So when you count actual scalar multiplications, the totals are equal: • Single-head: seq² × (H × head_dim) = 40² × 36 = 57600 • Multi-head: seq² × H × head_dim = 40² × 3 × 12 = 57600 Same FLOPs. Multi-head buys you H independent attention patterns at no extra weight cost and no extra arithmetic cost — it's the same total compute, sliced into H finer-grained heads.

Tom Yeh

35,448 görüntüleme • 2 ay önce

Was This a Stonewall Penalty? Breaking Down Khusanov’s Challenge on João Pedro The Positioning: Joao Pedro is in full control of the ball, driving into the Manchester City penalty box. Rather than trailing behind, Khusanov has actually recovered enough ground to get alongside and slightly ahead of Joao Pedro. Khusanov is cutting across Pedro's running path to get his body between the attacker and the ball. The Contact: In this exact moment, Khusanov is not pushing Joao Pedro in the back. Instead, Khusanov is leaning his body weight leftwards into Joao Pedro to shield the ball. It is actually Joao Pedro who has his left arm extended with his hand resting on Khusanov's back/shoulder area as they battle for position. In football, a defender is allowed to step across an attacker and use their body to shield the ball once they have established position, provided it is within playing distance of the ball. Since Khusanov is using his body to block the run and it's shoulder-to-shoulder (with Pedro's hand on him), this changes the dynamic completely from a "push." Looking at this specific angle, it looks much more like a standard physical battle where the defender successfully "boxes out" the attacker. Because Khusanov uses his body positioning legally to ease Pedro off the ball rather than illegally shoving him from behind, the referee’s decision not to award a penalty is the correct one.

Was This a Stonewall Penalty? Breaking Down Khusanov’s Challenge on João Pedro The Positioning: Joao Pedro is in full control of the ball, driving into the Manchester City penalty box. Rather than trailing behind, Khusanov has actually recovered enough ground to get alongside and slightly ahead of Joao Pedro. Khusanov is cutting across Pedro's running path to get his body between the attacker and the ball. The Contact: In this exact moment, Khusanov is not pushing Joao Pedro in the back. Instead, Khusanov is leaning his body weight leftwards into Joao Pedro to shield the ball. It is actually Joao Pedro who has his left arm extended with his hand resting on Khusanov's back/shoulder area as they battle for position. In football, a defender is allowed to step across an attacker and use their body to shield the ball once they have established position, provided it is within playing distance of the ball. Since Khusanov is using his body to block the run and it's shoulder-to-shoulder (with Pedro's hand on him), this changes the dynamic completely from a "push." Looking at this specific angle, it looks much more like a standard physical battle where the defender successfully "boxes out" the attacker. Because Khusanov uses his body positioning legally to ease Pedro off the ball rather than illegally shoving him from behind, the referee’s decision not to award a penalty is the correct one.

Nuel

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A widely circulated combat video from the Donbas War in Eastern Ukraine shows a pro-Russian separatist fighter firing a PTRS-41 anti-tank rifle from a standing position — a clip that left millions of online viewers stunned. First surfacing on social media around 2014–2015, the viral military footage captures the fighter bracing the massive weapon's stock against his arm and shoulder before firing a 14.5mm armor-piercing round. Although firing a WWII-era semi-automatic anti-tank rifle while standing looks reckless and physically dangerous, weapons and ballistics experts confirm it's not as catastrophic as it appears. At 46 pounds (21 kg), the PTRS-41's sheer weight, combined with its built-in muzzle brake recoil reduction and gas-operated semi-automatic action, absorbs most of the recoil energy before it reaches the shooter — resulting in an awkward but survivable firing experience. Rather than showing a serious injury or freak accident, this Donbas war footage actually documents a fighter showcasing a rare Soviet anti-tank rifle on camera — a clear example of military misinformation and out-of-context war footage spreading online without proper explanation. The real story behind the clip connects to a fascinating chapter in modern military history. During the early Donbas conflict (2014–2015), both pro-Russian militias and Ukrainian armed forces raided long-abandoned Soviet-era weapons depots, leading to the surprising reemergence of vintage WWII firearms on a modern battlefield. The PTRS-41, originally a World War II anti-tank weapon, was repurposed as a heavy anti-materiel sniper rifle — a relic of WWII finding unexpected new life in 21st-century warfare.

A widely circulated combat video from the Donbas War in Eastern Ukraine shows a pro-Russian separatist fighter firing a PTRS-41 anti-tank rifle from a standing position — a clip that left millions of online viewers stunned. First surfacing on social media around 2014–2015, the viral military footage captures the fighter bracing the massive weapon's stock against his arm and shoulder before firing a 14.5mm armor-piercing round. Although firing a WWII-era semi-automatic anti-tank rifle while standing looks reckless and physically dangerous, weapons and ballistics experts confirm it's not as catastrophic as it appears. At 46 pounds (21 kg), the PTRS-41's sheer weight, combined with its built-in muzzle brake recoil reduction and gas-operated semi-automatic action, absorbs most of the recoil energy before it reaches the shooter — resulting in an awkward but survivable firing experience. Rather than showing a serious injury or freak accident, this Donbas war footage actually documents a fighter showcasing a rare Soviet anti-tank rifle on camera — a clear example of military misinformation and out-of-context war footage spreading online without proper explanation. The real story behind the clip connects to a fascinating chapter in modern military history. During the early Donbas conflict (2014–2015), both pro-Russian militias and Ukrainian armed forces raided long-abandoned Soviet-era weapons depots, leading to the surprising reemergence of vintage WWII firearms on a modern battlefield. The PTRS-41, originally a World War II anti-tank weapon, was repurposed as a heavy anti-materiel sniper rifle — a relic of WWII finding unexpected new life in 21st-century warfare.

Combat Archive

12,088 görüntüleme • 24 gün önce