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

BOMBE YA KAYONZA🚀💣

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303,087 просмотров • 1 месяц назад •via X (Twitter)

Искусство Юмор

Anya Rossi• Live Now

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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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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.

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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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