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Fire control

Fire control is the practice of reducing the heat output of a fire, reducing the area over which the fire exists, or suppressing or extinguishing the fire by depriving it of fuel, oxygen, or heat (see fire triangle). Fire prevention and control is the prevention, detection, and extinguishment of fires, including such secondary activities as research into the causes of fire, education of the public about fire hazards, and the maintenance and improvement of fire-fighting equipment.

The three main components of a fire are fuel, heat and oxygen; without any one of the three, the fire cannot survive.

Types of fires and extinguishers
In the United States and some other countries fires are classified as Class-A, Class-B, Class-C, Class-D, and Class-K; different classifications may exist in other countries. Each class is a specific type of fire that requires a specific control method based on its cause. Understanding the cause is essential so that the correct fire extinguisher is used; if the wrong extinguisher is used, it can either make the fire worse or fail to control it.

For example, using a type A, B, C fire extinguisher on a chemical fire will do the opposite of what the extinguisher is supposed to do and can cause an explosion. The different types of fire extinguishers include CO2 fire extinguishers, type A, B, or C carbon dioxide fire extinguishers, dry chemical powder extinguishers, and water-based fire extinguishers.

Carbon dioxide is released from CO2 extinguishers to smother the fire and prevent the fire from getting oxygen, which will suppress the fire. Class A extinguishers are meant to be used on fires that have wood, paper, and plastic, Class B fire extinguishers are meant be used on liquid fires such as oils, gasoline, kerosene, and paint, and Class C fire extinguishers are to be used on electrical equipment. When using a fire extinguisher, it is crucial to understand how the extinguisher works and where to point it. PASS (Pull, Aim, Squeeze, Sweep) is an acronym to help remember how to use the extinguisher.

Class-A fires
A Class A Fire is a fire that is fueled by paper, wood, or plastics; it is one of the most common and simplest fire type to put out with a fire extinguisher. This class of fire can be started as a lightning strike that hits a tree or from a backyard campfire that releases an ash that ignites nearby material.

The most common method to control a Class-A fire is to remove heat by spraying the burning solid fuels with water. Another control method for most class types of fires would be to reduce the oxygen content in the immediate vicinity of the fire (i.e., "smother" the fire), by, simply, covering it with the natural ground soil or mud. A fire blanket consists of a sheet of a fire retardant material that is placed over most class types of fires in order to smother them. Sodium bicarbonate dry powder is another sourceable method to smother most class types of fires in effective fire control. Another method to smother the fire is the introduction of an inert gas such as carbon dioxide. Another common type of extinguisher uses the chemical monoammonium phosphate.

In a wildfire, fire control includes various wildland fire suppression techniques such as defensible space, widening the fuel ladder, and removing fuel in the fire's path with firebreaks and backfires to minimize the brush fire reaching new combustible fuel and spreading further.

Class-B fires
Many Class B fires (hydrocarbons, petroleum, and similar fuels) cannot be efficiently controlled with water because fuels with a density less than water (such as gasoline or oil) float on top, resulting in the fire continuing to burn. In addition, the heat of an intense fire may cause water to flash into steam in an explosion which can spread the flaming fuel more widely.

The configuration of some fuels, such as coal and baled waste paper, may result in a deep-seated and burrowing fire, resulting in less effective fire control by the application of water on the outer surfaces of the fuel. Class B fires should be extinguished with foam, powder, or carbon dioxide extinguishers. Some Class-B fires can be controlled with the application of chemical fire suppressants. Applying a combination of fire suppressant foam mixed with water is a common and effective method of forming a blanket on top of the liquid fuel, which eliminates the oxygen needed for combustion.

Class-C fires
Class-C fires involve electricity as a continuous power source for the ignition of the fuels associated with electrical equipment, such as plastic cable jackets. The application of water does not always result in effective fire control, and there is a general concern regarding conductivity and personnel safety, possibly resulting in electrical shock. Class C fires can be effectively controlled by removing the oxygen with a dry powder (typically monoammonium phosphate and sodium bicarbonate) or carbon dioxide, dry chemical ABC extinguisher. The source of electricity also needs to be removed to eliminate re-ignition. Once the electricity is removed, the result is a Class A or B fire, where foam or dry chemical powder can be used to further control the fire.

Class-D fires
Class-D fires include combustible or pyrophoric metals, such as potassium, uranium, sodium, lithium, calcium, and plutonium. The most common fires that occur in Class D are fueled by magnesium and titanium. The recommended method to extinguish a Class-D fire is to use a dry powder fire extinguisher, which smothers the fire while absorbing heat.

Class-K fires
Class-K fires include cooking oils and grease fires, for example animal and vegetable fats. When cooking in the kitchen, it is extremely important to understand what a class K fire is. When a class K fire occurs, water should not be used, as it will disperse the material and cause the fire to grow rapidly. The correct fire extinguisher to use in this instance is a Class K fire extinguisher, which is usually a wet chemical fire extinguisher.

Ventilation
Fires can spread through the interior of a structure as the hot gases spread due to the expansion of the gases as a result of the combustion. Some fires can be partially controlled by venting these gases to the outside through manufactured heat vents in the structure's roof, or by the fire department cutting holes in the roof. Ventilation is important when it comes to the fire service, since it is "the systematic removal or heat, smoke and fire gases from a structure". The main purpose for ventilating a fire is to decrease the likelihood of a flashover from occurring. The best time to ventilate is before sending anyone into a structure so that the path the fire will take is through the roof and not through the front door when firefighters open it, allowing more oxygen to feed the fire.

title: Fire control


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Talk:Luke Records

Untitled
There's a delightful article on Everything2 about the copyright notice attached to this label's records at one time, which was supposedly "Unlawful duplication will get you fuck [sic] up by the Ghetto style DJs". Can anyone confirm or disprove this? —Charles P. (Mirv) 09:52, 11 Feb 2005 (UTC)
 * It said "... will get you fucked up by the Ghetto Style DJs". - Luther Campbell's name as a member of the 2 Live Crew was always Luke Skyywalker, hence he didn't change his name to LS after the controversy.

Wathiik 11:05, 23 Apr 2005 (UTC)

license: Creative Commons - Attribution Share-Alike - https://creativecommons.org/licenses/by-sa/4.0/

title: Talk:Luke Records


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Category:Karaite rabbis

Many Karaite religious leaders preferred to be called by the title of Hakham (wise man), rather than "Rabbi", however, they are included together on this page.

title: Category:Karaite rabbis


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Timothy Abbott Conrad

Timothy Abbott Conrad (June 21, 1803 in Trenton, New Jersey – August 9, 1877 in Trenton) was an American geologist and malacologist.

Biography
He was from early life an investigator of American paleontology and natural history, devoting himself to the study of the shells of the Tertiary and Cretaceous formations, and to existing species of mollusks. In 1831 he began the issue of a work on “American Marine Conchology,” and the year following published the first number of his “Fossil Shells of the Tertiary Formation,” which was never completed. A “Monography of the Family Unionidae” was issued between 1835 and 1847. The lithographed plates in his publications were in part his own work. He contributed many articles to the American Journal of Science and the Journal of the Philadelphia Academy of Science.

As one of the New York state geologists he prepared the geological report for 1837. He was paleontologist of the New York Geological Survey from 1838 until 1841, and wrote the annual reports in that department. He also made the reports of paleontological discoveries in the Pacific Railroad Survey and the Mexican Boundary Survey.

He defended the theory of periodical refrigeration, and suggested that the Mississippi depression was the consequence of the upheaval of the Appalachians and the later elevation of the area of the Rocky Mountains. A list of his scientific papers is given in the catalogue of the Royal Society of England. The American Philosophical Society elected Conrad to Membership in 1865 for his contributions to science.

title: Timothy Abbott Conrad


text:
Mil Mi-28

The Mil Mi-28 (NATO reporting name "Havoc") is a Soviet all-weather, day-night, military tandem, two-seat anti-armor attack helicopter. It is an attack helicopter with no intended secondary transport capability, better optimized than the Mil Mi-24 gunship for the role. It carries a single gun in an undernose barbette, plus external loads carried on pylons beneath stub wings.

Origins
In 1972, following the completion of the Mil Mi-24, development began on a unique attack helicopter with transport capability. The new design had a reduced transport capability (3 troops instead of 8) and omitted the cabin to provide better overall performance and higher top speed. Improved performance was important for its intended role fighting against tanks and enemy helicopters and covering helicopter landing operations. Initially, many different designs were considered, including an unconventional project with two main rotors, placed with engines on tips of wings (in perpendicular layout); and in one similarity with the late 1960s-era American Lockheed AH-56 Cheyenne attack helicopter design, with an additional pusher propeller on the tail. In 1977, a preliminary design was chosen in a classic single-rotor layout. It lost its similarity to the Mi-24, and even the canopies were smaller, with flat surfaces.

Design work on the Mi-28 began under Marat Tishchenko in 1980. In 1981, a design and a mock-up were accepted. The prototype (no. 012) first flew on 10 November 1982. The second prototype (no. 022) was completed in 1983. In 1984, the Mi-28 completed the first stage of state trials, but in October 1984 the Soviet Air Force chose the more advanced Kamov Ka-50 as the new anti-tank helicopter. Mi-28 development continued, but given lower priority. In December 1987, Mi-28 production at Rosvertol in Rostov-on-Don was approved.

An early production Mi-24 was fitted with an air data boom as an early test for the Mi-28's technologies. Later, a few Mi-24Ds were fitted up with the Mi-28's radome mount to test the sighting-flight-navigational complex's abilities, and others had redesigned fuselages that closely resembled the future Mi-28, but with rounded cockpits.

In January 1988, the first Mi-28A prototype (no. 032) flew. It was fitted with more powerful engines and an "X" type tail rotor instead of the three-blade version. The Mi-28A debuted at the Paris Air Show in June 1989. In 1991 the second Mi-28A (no. 042) was completed. The Mi-28A program was cancelled in 1993 because it was deemed uncompetitive with the Ka-50, in particular it was not all-weather capable.

The Mi-28N was unveiled in 1995, the N designation meaning "night". The prototype (no. 014) first flew on 14 November 1996. Its most significant feature is a radar in a round cover above the main rotor, similar to that of the American AH-64D Apache Longbow. The Mi-28N also has improved tor vision and an aiming device under the nose, including a TV camera and FLIR. Due to funding problems, development was interrupted. A second prototype with an improved rotor design was unveiled in March 2004 at Rosvertol.

The first serial Mi-28N was delivered to the Army on 5 June 2006. By 2015, 67 Mi-28Ns were planned to be purchased, when the Mi-24 was to be completely replaced. The Rostvertol plant delivered about 140 Mi-28N and Mi-35M helicopters in 2012–14 to domestic and foreign customers; 28 helicopters were delivered in 2015.

Mil also developed an export variant of the Mi-28N, designated Mi-28NE, and a simpler day helicopter variant, the Mi-28D, based on the Mi-28N design, but without radar and FLIR.

A fifth-generation derivative, dubbed Mi-28NM, has been in development since 2008. According to then chief executive officer at Russian Helicopters Andrey Shibitov, the criteria for the modernized helicopter include low-radar signature, extended flight range, advanced weapons control system, some capability of a fighter jet and speed up to 600 km/h.

In 2016, Russian media reported a new, advanced helmet system designed to display visual information for aiming at targets in any field of view was under development for the MI-28N.

Design

The Mi-28 is a new-generation attack helicopter that functions as an air-to-air and air-to-ground partner for the Mi-24 Hind and Ka-50 Hokum. The five-blade main rotor is mounted above the body midsection, short, wide, tapered, weapon-carrying wings are mounted to the rear of the body midsection. Two turboshaft engines in pods are mounted alongside the top of the fuselage with downturned exhausts. The fuselage is slender and tapers to the tail boom and nose. It features tandem, stepped-up cockpits, a cannon mounted beneath the belly, and a non-retractable tricycle tail-wheel type landing gear. Due to the energy-absorbing landing gear and seats the crew can survive a vertical fall of up to 12 m/s. The Mi-28 has a fully armoured cabin, including the windshield, which withstands 7.62 and 12.7 mm armor piercing bullets and 20 mm shell fragments.

The helicopter design is based on the conventional pod and boom configuration, with a tail rotor. The main rotor head has elastomeric bearings and the main rotor blades are made from composite materials. The tail rotor is designed on a biplane configuration, with independently controlled X-shaped blades. A new design of all-plastic rotor blades, which can sustain 30 mm shells, is installed on the Mi-28N night attack variant.

It is equipped with two heavily armored cockpits, a windshield able to withstand 12.7–14.5 mm caliber bullets, in-nose electronics, and a narrow-X tail rotor (55 deg), with reduced noise characteristics. It is powered by two 2,200 hp Isotov TV-3-117VM (t/n 014) turboshaft engines.

While the Mi-28 is not intended for use as a transport, it does have a small passenger compartment capable of carrying three people. The planned purpose of this is the rescue of downed helicopter crews.

The Mi-28N features a helmet mounted display for the pilot. The pilot designates targets for the navigator/weapons officer, who proceeds to fire the weapons required to fulfill that particular task. The integrated surveillance and fire control system has two optical channels providing wide and narrow fields of view, a narrow-field-of-view optical television channel, and laser rangefinder. The system can move within 110 degrees in azimuth and from +13 to −40 degrees in elevation.

The night attack variant helicopter retains most of the structural design of the original Mi-28. The main difference is the installation of an integrated electronic combat system. Other modifications include: new main gearbox for transmitting higher power to the rotor, new high-efficiency blades with swept-shaped tips, and an engine fuel injection control.

The pilot uses a helmet-mounted target designator, which allocates the target to the navigator's surveillance and fire control system. The navigator/weapons officer is then able to employ guided weapons or guns against the target. The targeting system follows the direction of the pilot's eyes.

Russia's military rotary-wing aircraft fleet has been fully refitted with new night vision goggles (NVG). Mil Mi-28N attack helicopters of the Russian Aerospace Forces (VKS) received GEO-ONV1-family NVGs.

Armament
The Mi-28 is equipped with a chin-mounted NPPU-28 turret with 30 mm automatic Shipunov 2A42 autocannon. It has selective fire, and a dual-feed, which allows for a cyclic rate of fire between 200 and 800 rounds per minute. Its effective range varies from 1,500 meters for ground vehicles to 2,500 meters for airborne targets. Rounds from High Explosive Incendiary (HEI) to Armour-Piercing Discarding Sabot (APDS) can be used. Stated penetration for the 3UBR8 round is 25 mm of RHA at 1,500 meters.

The standard missile armament of the Mi-28N is the supersonic 9M120 Ataka-V missile, which uses radio beam-riding guidance. Two racks can each carry 8 Ataka missiles, giving a total of 16 missile, although 8 Atakas is a more normal load. There are four variants of the Ataka missile for different tasks. The 9M120 Tandem High Explosive Anti-Tank (THEAT) warhead variant is used against tanks fitted with Explosive Reactive Armor (ERA), its stated penetrative ability is 800 mm Rolled Homogeneous Armour (RHA). The 9M120F thermobaric variant is used against infantry, buildings, bunkers, and caves. The 9M120O expanding rod warhead variant is used against helicopters. All the variants have a range of 6 km. The 9M120M improved version has a longer range (8 km) and better penetration (900 mm of RHA). All variants use SACLOS missile guidance.

Unguided weapons such as rockets can be carried on four pylons under the stub wings. Typical rockets carried are the 122 mm S-13, fired from five-round B-13 rocket pods, and the 80 mm S-8, fired from 20-round B8V-20 pods. The S-8 and S-13 rockets used by the Mi-28 are usually unguided. In the most common configuration, one can expect 40 S-8 rockets or 10 S-13 rockets. Both rockets have their variants, from HEAT warheads to thermobaric warheads. The S-8 has a shorter range and smaller warhead than the S-13, but compensates with numbers. Currently, the Russian Aerospace Forces are upgrading their S-8 and S-13 rockets to laser guided missiles with the proposed Ugroza ("Menace") system. Rockets upgraded under Ugroza received the designations S-8Kor and S-13Kor, respectively.

The Mi-28 can also carry the IR guided R-73 air-to-air missiles, the Kh-25 air-to-surface missiles as well as up to 500 kg aerial bombs.

Russia
The first production examples of the Mi-28N completed factory flight and armament tests in late May 2006, and were received by the Russian Air Force on 5 June 2006. The Mi-28N was officially accepted three years later, in October 2009. It was assumed the Mi-28N would fully replace the older Mi-24 variant in the Russian Armed Forces by 2015.

In September 2011, six Mi-28Ns of the Russian Air Force took part in the 2011 Union Shield joint Russian-Belarusian military exercise at the Ashuluk training ground in Astrakhan Oblast, Russia.

To improve the training of pilots for the Mi-28N, the Russian Defense Ministry announced the procurement of up to 60 Mi-28UB training-and-combat versions by 2020. Four to six Mi-28UBs would be purchased for every unit that operates the Mi-28N. An initial batch of 24 Mi-28UB training-and-combat helicopters was ordered in April 2016, and the first two serial Mi-28UBs arrived at the Torzhok Air Base on 16 November 2017.

During the Russian military intervention of the Syrian civil war, the Mi-28N had its combat debut during the 2016 Battle of Palmyra when several Mi-28Ns of the Russian Aerospace Forces supported the Syrian Arab Army (SAA) in their advance towards the city. During their support to SAA, Russia's Mi-28Ns targeted several Islamic State positions with S-8 unguided rockets and 9M120 Ataka anti-tank guided missiles.

In October 2016, a prototype of an upgraded Mi-28NM helicopter performed its maiden flight. The Russian Defence Ministry ordered the first batch of Mi-28NM helicopters in December 2017, not disclosing the number of helicopters ordered. In March 2019, a Mi-28NM prototype was seen accompanied by a Mi-24/Mi-35M during a combat sortie over rebel-held territory in the northern Hama. It was reported the helicopter was sent to Syria to undergo testing in difficult weather and climate conditions. The Russian Aerospace Forces received the first two serial Mi-28NMs on 23 June 2019. A month later, during the International Military-Technical Forum ARMY-2019, the Russian Defence Ministry and Rostec signed a long-term contract for the supply of 98 Mi-28NMs by 2027. A new contract was signed in August 2022.

The Mi-28N was deployed by Russia during the 2022 invasion of Ukraine. The Times reported that Ukrainian forces had successfully used a UK-made Starstreak system to shoot down a Russian Mi-28N attack helicopter in early April. On 26 April, the wreck of a Mi-28 was found by Ukrainian forces outside the town of Hostomel in Kyiv region. The craft was likely destroyed during the battle for Hostomel airport. On 9 May, one Mi-28 was destroyed in north of Kharkiv, the attack helicopter with registration number RF-13654 was the third visually reported loss of that type. On 16 May, another Mi-28N with registration number RF-13628 was destroyed in Kharkiv. On 12 June 2022, a Mi-28N was destroyed and its wreck recorded in video by Ukrainian troops, the crew of the helicopter died at the crash site.

On 18 September 2023, the Ukrainian military intelligence claimed a raid against Chkalovsky Air Base, near Moscow, occurred. During which they claimed damaged the tail rotor of a Mi-28N helicopter. It had been used in the shooting down of Ukrainian drones, according to a statement.

Iraq
In October 2012, it was reported that Russia and Iraq may sign a US$4.2–$5.0 billion weapons contract, including purchase of 30 Mi-28NE helicopters. The deal was confirmed on 9 October. The deal was reportedly cancelled due to Iraqi concerns of corruption, but that concern was addressed, and the Iraqi defence minister stated that "the deal is going ahead." As of December 2015, 15 Mi-28NEs had been delivered.

Iraqi Mi-28s reportedly saw their first use in combat in September 2014, only several days after their arrival in the country. However, official confirmation by the Iraqi ministry of defence only came on 30 October of the same year.

Algeria
In June 2010, Algeria was expected to place an order for 42 Mi-28NE helicopters. On 30 August 2016, Algeria displayed its first batch of Mi-28NE helicopters on television.

Bangladesh
In late December 2021, it was reported that Bangladesh is finalizing a government-to-government (G2G) deal to buy eight Mi-28NEs for the Bangladesh Air Force with necessary equipment, along with operation and maintenance training. At the end of 2021, BDT 4100 crore from the Bangladesh's Ministry of Finance approved approximately $520 million "At this time 1 US$ equal 80 BDT" For the purchase of 8 helicopters "Attack or Transport". Bangladesh is spending around 65 million for each helicopter which is 2 times its market value and it is not sure if it is an attack or transport helicopter. The possibility of buying Mi-26 transport helicopter is much more than MI -28NEs Attack Helicopters. Bangladesh or Russian any officials do not have any statement about the deal. In 2022, Russian arms sales agency Rosoboronexport dismissed media reports that suggest Bangladesh has acquired Mil Mi-28NE attack helicopters.

India
The Indian Military requested a modified Mi-28 prototype fitted with French and Belgian avionics. Russian manufacturers discussed how to meet these requirements. In October 2011, it was reported that the American AH-64D had emerged as the front-runner ahead of the Mi-28N to fill a requirement for 22 attack helicopters. India ordered 22 AH-64Es in 2015.

Iran
In November 2023, Deputy Defense Minister Brigadier General Mahdi Farahi said plans have been finalized for Mil Mi-28 attack helicopters to join the combat units of the Iranian Armed Forces.

Kenya
In late 2011, Kenya began the process of acquiring 16 Mi-28s for its Embakasi based 50th Air Cavalry Division. They were set to be delivered to the 50th Air Cavalry Division in Kenya on 3 January 2012, from the Russian state owned corporation Rosoboronexport, which is an intermediary for all imports and exports of military related hardware. However, in 2013, Oboronprom denied reports that the type had been accepted for service with the Kenyan military.

Venezuela
In April 2010, Venezuela agreed to order 10 Mi-28s for the Venezuelan Army. However, no deal was signed after this.

Variants

 * Mi-28: Prototype version; first flight in 1982.
 * Mi-28A: Original production anti-tank helicopter.
 * Mi-28N/MMW Havoc: All weather day-night version adopted by Russian military in 2009. Equipped with a top-mounted millimeter wave radar, thermographic camera-TV, and a laser rangefinder. Powered by two Russian Klimov TV3-117VMA-SB3 engines (2,500 hp each), produced by the Ukrainian Motor-Sich and replaced by Russian-made VK-2500 (2,699 hp each) engines as of 2016. Max takeoff weight: 11,500 kg, max payload: 2,350 kg.
 * Mi-28NE: Export version of the Mi-28N. In service with the Iraqi and Algerian Air Force. In August 2018, the Russian Helicopters unveiled an upgraded Mi-28NE variant, with improvements made in the main rotor system and engine unit and new on-board radio-electronic equipment. The helicopter has enhanced armor and is fitted with modern directional IR countermeasures (DIRCM) against short-range IR guided missiles. Its rotor blades made of composite materials can withstand shells up to 20–30 mm, while the fuel system is to be fire and explosion resistant. It will be also capable to use the new 9M123 Khrizantema-VM anti-tank guided missiles (ATGMs).
 * Mi-28NM: An upgraded version of the Mi-28N under development since 2009. It has a redesigned nose that lacks nose antenna, a new H025 radar station for all-round visibility, more powerful VK-2500P engines with FADEC and improved rotor blades to increase its maximum speed by 13% and cruise speed by 10%. It also has an upgraded fire-control system and new "Izdeliye 296" onboard radio-electronic data processing system. It will be equipped to carry the 9M123VM Khrizantema and 9M127-1 Ataka-VM anti-tank missiles. It is also planned to be equipped with the new LMUR multipurpose missile, designed for use against air and ground targets, and fitted with inertial guidance in initial flight, with mid-course updates by an operator before the target is acquired by the missile's own seeker, giving a range of 25 km. The Mi-28NM made its maiden flight in October 2016 and the state trials of the upgraded VK-2500P engines were completed in October 2020. A plan to upgrade existing Mi-28Ns to Mi-28NM standard has been approved.
 * Mi-28D: Simplified daylight operation version. Similar to Mi-28N, but without top-mounted radar and FLIR.
 * Mi-28UB: (Uchebno-Boyevoy, training-and-combat)
 * Mi-40: Projected utility version of the Mi-28, initiated in 1983 and announced in 1992. It was primarily intended for the "Aerial Infantry Fighting Vehicle" category as a successor to the Mil Mi-24 and Mi-8 assault helicopters. It was planned to use two 1,863 kW Klimov TV3-117 turboshaft engines, four-blade main rotor, four-blade Delta H tail rotor (both from the Mi-28), and retractable tricycle-type landing gear. It was expected to weigh 11–12,000 kg and estimated to attain a 3300 m ceiling, a 314 km/h maximum speed and a 260 km/h cruise speed. The specification required operating in day, night and poor weather conditions as well as carrying eight soldiers (the design achieved seven in practice), eight stretchers or large external loads. Emphasis was placed on survivability with a focus on redundancy, IR suppression and special shock absorbers for the crew to increase the maximum "safe" crash velocity. It incorporated a forward facing 23 mm rotary cannon (most likely GSh-23L) and a 12.7 mm heavy machine gun (most likely Yak-B) to the rear. Fuselage fairings containing fuel replaced stub wings with missiles mounted above on special hardpoints. Its design borrowed much from the Mil Mi-36 developed two years prior, and was itself soon replaced by the Mil Mi-42 project. Although the Mi-40 was briefly resurrected in the 1990s, with optimization studies being completed, it did not reach the prototype stage.

Operators

 * Algerian Air Force
 * Iraqi Army Aviation
 * Russian Aerospace Forces 90 Mi-28N, 12 Mi-28UB.
 * Ugandan Air Force
 * Russian Aerospace Forces 90 Mi-28N, 12 Mi-28UB.
 * Ugandan Air Force
 * Ugandan Air Force
 * Ugandan Air Force

Notable accidents

 * On 2 August 2015, an Mi-28 of the Berkut squadron crashed while performing in an aerobatics display with other helicopters in Ryazan. Of the crew, the pilot Lieutenant Colonel Igor Butenko died as a result of the crash while the co-pilot Senior Lieutenant Alexander Kletnov survived. While the specific cause of the crash remains undetermined, the co-pilot indicated in his report that the aircraft suffered a hydraulics failure. As a result, the Russian military grounded all Mi-28s during the investigation.

 * On 3 January 2024, a Ugandan Mi-28N crashed at Nyamisingiri Village, Kichwamba sub-county, Ntoroko district in the Democratic Republic of Congo (DRC) while deployed on a peacekeeping mission.

title: Mil Mi-28


text: User talk:81.158.83.133

title: User talk:81.158.83.133


text:
Talk:Ebay fraud

Major rewrite, removed instructional tone, and added encyclopaedic tone. Couldn't have done it without the previous work of User:EternalSleeper and User:64.230.62.244 Alexs letterbox 09:57, 11 Feb 2005 (UTC)

 * I've taken this back to a stub. It was badly written, badly spelled, and completely unreferenced. That is not an acceptable standard for a Wikipedia article. If it's to be rewritten, please cite your sources and make sure words are spelled correctly. Please check No original research, Cite sources, and Verifiability. Many thanks, SlimVirgin 03:29, Feb 15, 2005 (UTC)

 * Should this be included with the main Ebay article under a sub-heading? Zscout370 19:07, 18 Feb 2005 (UTC)

 * It seems that way to me.. it would fit in well and bring more attention to this issue than having a simple stub --Aika 22:58, Mar 3, 2005 (UTC)

title: Talk:Ebay fraud


text:
Talk:Mil Mi-28

600kmph
The claim made in the following source; http://www.airrecognition.com/index.php/archive-world-worldwide-news-air-force-aviation-aerospace-air-military-defence-industry/global-defense-security-news/2013-global-news-worldwide-world-international-air-force-aviation/december-2013-global-news-worldwide-world-international-air-force-aviation-aerospace/965-russia-to-develop-5th-generation-attack-helicopter-by-2017.html

Appears to be impossible t achieve based on my understanding of helicopter propulsion. Does anyone have any other insight into this project. Is it perhaps not a conventional helicopter that is being proposed?--Senor Freebie (talk) 15:18, 21 October 2019 (UTC)

That got me, too. I checked the ref provided... it quoted someone about one general statement, then actually said he did not give any details about the project but other media they don't bother naming made the following claims... before listing a bunch of fantasy stuff. (Somehow they forgot to mention it also transforms into a supersonic submarine and nuclear flying moon tank, so they clearly don't know what they're talking about). Fitzhugh (talk) 19:05, 27 November 2019 (UTC)

Operational history
1 lost https://twitter.com/oryxspioenkop/status/1502605989400489990 2022 https://twitter.com/RALee85/status/1502722311287451648 RF-13409 ? — Preceding unsigned comment added by 86.121.160.252 (talk) 20:52, 12 March 2022 (UTC)
 * Ukranine Invasion

title: Talk:Mil Mi-28


text:
Portal:India

Parent portals : Geography / Asia / India

 Welcome to the

PORTAL

National Anthem of India More about India ...

Select [►] to view subcategories

title: Portal:India


text:
Equilateral triathlon

An equilateral triathlon is a triathlon in which each leg would take an approximately equal time. These triathlons were proposed by Wainer and De Veaux (1994) to redress the bias in favour of cycling over running and particularly over swimming in standard triathlons. Cycling occupies about 78% of the typical race distances, running 19%, and swimming 3%. Based on world-record times for similar distances, cycling would take 54% of race time, running 31%, and swimming 15%.

In Wainer and De Veaux's equilateral triathlons, cycling should take approximately 33% of race time, running 33%, and swimming 33% for a ratio of roughly 1:8:3.5 for distances of swimming / cycling / running. Examples would be:

Wainer and De Veaux's proposal appears to have had little influence on triathlon race distances. Isoman Triathlon is a triathlon race with distances roughly equal to the stated portion.

title: Equilateral triathlon


text:
User talk:Mark Wooding

Welcome!

Hello,, and welcome to Wikipedia! Thank you for your contributions. I hope you like the place and decide to stay. Here are a few good links for newcomers: I hope you enjoy editing here and being a Wikipedian! Please sign your name on talk pages using four tildes (~~); this will automatically produce your name and the date. If you need help, check out Where to ask a question, ask me on my talk page, or place  on your talk page and someone will show up shortly to answer your questions. Again, welcome!
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Selphie 10:02, 11 Feb 2005 (UTC) *talk*

title: User talk:Mark Wooding


text:
Absolute phase

Absolute phase is the phase of a waveform relative to some standard (strictly speaking, phase is always relative). To the extent that this standard is accepted by all parties, one can speak of an absolute phase in a particular field of application.

Sound reproduction
In the reproduction of sound by headphones or speakers, absolute phase refers the phase of the reproduced signal relative to the original signal, retaining the original polarity. A positive pressure on the microphone is reproduced as a positive pressure by the loudspeaker or headphones driver. For instance, the plosive "p" sound from a vocalist sends an initial positive air pressure wave toward the microphone which responds with an initial inward movement of the microphone diaphragm, away from the vocalist. To maintain absolute phase, a loudspeaker reproducing the sound would send an initial positive pressure outward from the loudspeaker, toward the listener.

In audio, a change in polarity refers to an equal phase shift of 180° at all frequencies, usually produced on one channel by reversing the connections of two wires. Some audiophiles claim that reversing the polarities of all the channels simultaneously makes a subtle perceptible difference in the reproduced sound, even though the relative phases of all the channels are preserved. The ear is sensitive to the periodicity of a waveform at low frequencies; tests have shown that absolute phase can sometimes be heard by test subjects listening with monaural conditions (a single loudspeaker, or headphones sending the same signal to both ears.) Audio engineer Douglas Self concludes "there is a prima facie case for the audibility of absolute phase", especially for high impulse sounds such as percussion. The concept of absolute phase is rendered irrelevant for any instrument with strings (such as a guitar or piano), or for two or more instruments played together. Complex sounds such as these are known to have an undetectable phase relationship. In practice, the absolute phase of an audio system can be assumed to be inaudible.

Power electronics
When dealing with power electronics, the phase of the voltage and current at various points in the system relative to one another are important. If the points of interest are widely separated in space, it can be difficult to measure the relative phase. To solve this problem, the phase of the signals relative to absolute time (UTC) is measured using instruments relying on GPS. Comparison of two absolute phases in this sense allows the relative phase of distant signals to be computed.

Signal processing
In signal processing a pulse or finite wavetrain can be considered as a signal of a single frequency modulated by an envelope, or as a superposition of an infinite number of infinitesimal waves of different frequencies. In the first case, one may speak of the phase of the wave with respect to the envelope as the absolute phase. In the second picture, it is a question of the relative phase of the component frequencies. For examples of physical effects due to the phase of signals with the same power spectrum.

title: Absolute phase


text:
Talk:Chimes of Freedom: The Politics of Bob Dylan's Art

Do we need a separate stub, with such a complex title (it will take ages for people to find). Linuxlad 10:04, 11 Feb 2005 (UTC)


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Taxi dancer

A taxi dancer is a paid dance partner in a ballroom dance. Taxi dancers work (sometimes for money but not always) on a dance-by-dance basis. When taxi dancing first appeared in taxi-dance halls during the early 20th century in the United States, male patrons typically bought dance tickets for a small sum each. When a patron presented a ticket to a chosen taxi dancer, she danced with him for the length of a song. She earned a commission on every dance ticket she received. Though taxi dancing has for the most part disappeared in the United States, it is still practiced in some other countries.

Etymology
The term "taxi dancer" comes from the fact that, as with a taxi-cab driver, the dancer's pay is proportional to the time they spend dancing with the customer. Patrons in a taxi-dance hall typically purchased dance tickets for ten cents each, which gave rise to the term "dime-a-dance girl". Other names for a taxi dancer are "dance hostess" and "taxi" (in Argentina). In the 1920s and 1930s, the term "nickel hopper" gained popularity in the United States because out of each dime-a-dance, the taxi dancer typically earned five cents.

History
Taxi dancing traces its origins to the Barbary Coast district of San Francisco which evolved from the California Gold Rush of 1849. In its heyday the Barbary Coast was an economically thriving district, inhabited mostly by men, that was frequented by gold prospectors and sailors from all over the world. That district created a unique form of dance hall called the Barbary Coast dance hall, also known as the Forty-Nine ['49] dance hall. Within a Barbary Coast dance hall female employees danced with male patrons, and earned their living from commissions paid for by the drinks they could encourage their male dance partners to buy.

Still later after the San Francisco Earthquake of 1906 and during early days of jazz music, a new entertainment district developed in San Francisco and was nicknamed Terrific Street. And within that district an innovative dance hall, The So Different Club, implemented a system where customers could buy a token which entitled them to one dance with a female employee. Since dancing had become a popular pastime, many of the So Different Club's patrons went there to see and learn the latest new dances. In 1913, San Francisco enacted a law against dancing in any café or saloon where alcohol was served. The closure of the dance halls on Terrific Street fostered a new kind of pay-to-dance scheme, called a closed dance hall, which did not serve alcohol. That name was derived from the fact that female customers were not allowed—the only women permitted in these halls were the female employees. The closed dance hall introduced the ticket-a-dance system which became the centerpiece of the taxi-dance hall business model. A taxi dancer earned her income from the tickets she traded for dances.

Taxi dancing then spread to Chicago where dance academies, which were struggling to survive, began to adopt the ticket-a-dance system for their students. The first instance of the ticket-a-dance system in Chicago occurred at Mader-Johnson Dance Studios. The dance studio's owner, Godfrey Johnson, describes his innovation: "I was in New York during the summer of 1919, and while there visited a new studio opened by Mr. W___ W___ of San Francisco, where he had introduced a ten-cent-ticket-a-dance plan. When I got home I kept thinking of that plan as a way to get my advanced students to come back more often and to have experience dancing with different instructors. So I decided to put a ten-cent-a-lesson system in the big hall on the third floor of my building... But I soon noticed that it wasn't my former pupils who were coming up to dance, but a rough hoodlum element from Clark Street... Things went from bad to worse; I did the best I could to keep the hoodlums in check."

This system was so popular at dance academies that the taxi-dance system quickly spread to an increasing number of non-instructional dance halls.

Taxi dancers typically received half of the ticket price as wages and the other half paid for the orchestra, dance hall, and operating expenses. Although they only worked a few hours a night, they frequently made two to three times the salary of a woman working in a factory or a store. At that time, the taxi-dance hall surpassed the public ballroom in becoming the most popular place for urban dancing.

Taxi-dancing flourished in the United States during the 1920s and 1930s, as scores of taxi-dance halls opened in Chicago, New York, and other major cities. Like other nightlife venues, the taxi-dance hall ran the gamut from the classy establishment to the cramped and seedy hole-in-the-wall. Roseland in New York City, for example, which offered taxi dancing in the late 1930s, appealed to the more discerning patron. Far more common were halls catering to a working-class clientele. By the mid-1920s taxi dancing had become a nightlife entertainment staple in many large American cities. Reflecting this popularity, the entertainment industry got into the act, releasing the crowd-pleasing song "Ten Cents a Dance" (1930) and the movies The Taxi Dancer (1927), with star Joan Crawford, and Ten Cents a Dance (1931), featuring Barbara Stanwyck. Also in Lady of the Night (1925) taxi-dancing is the profession of one of the dual roles played by Norma Shearer, with Joan Crawford as body double. In 1931, there were over 100 taxi-dance halls in New York City alone, patronized by between 35,000 and 50,000 men every week.

At the same time taxi dancing was growing in popularity, the activity was coming under the increasing scrutiny of moral reformers in New York City and elsewhere, who deemed some dance halls dens of iniquity. Most establishments were properly run, respectable venues, but a handful were less so. In the less reputable halls, it was not uncommon to find charity girls engaged in treating working as dancers. Although treating activity did occur in a good number of halls, and even in some of the more respectable places, it rarely crossed into prostitution. The taxi dancers who engaged in treating, or the receipt of "presents," typically drew sharp distinctions between the activity and that of prostitution, but they often walked a fine line between the two. Periodically, licentious "close" dancing also was happening (see taxi dancer experience below) in some of the shady halls. Considered scandalous and obscene by many reformers, this kind of dancing was another concern to the authorities. Before long taxi-dance hall reform gained momentum, leading to licensing systems and more police supervision, and eventually some dance halls were closed for lewd behavior. In San Francisco where it all started, the police commission ruled against the employment of women as taxi dancers in 1921, and thereafter taxi dancing in San Francisco forever became illegal.

After World War II the popularity of taxi dancing in the United States began to diminish. By the mid-1950s large numbers of taxi-dance halls had disappeared, and although a handful of establishments tried to hold on for a few more years in New York City and elsewhere, taxi dancing had all but vanished from the nightlife scene in the U.S. by the 1960s.

Experience
In the 1920s and 1930s, taxi-dancer work was seen by many as a questionable occupation, somewhat on the margins of proper society. Even though most taxi dance halls were respectable venues, staffed with ordinary young women just working to make a proper living, some establishments were more suspect. The less reputable halls tended to draw a rougher, lower-class clientele, as well as the ire of reformers, and the image of the taxi dancing profession as a whole suffered. Often the young women who took up taxi dancing determined not to tell their parents and neighbors about their employment, or just outright lied if queried.

The dance halls, which were often sparsely decorated and dimly lit, were usually located on the second floors of buildings in the nightlife areas of cities. Several taxi-dance halls, for instance, were located in New York City's Times Square. A barker was normally stationed outside the venue, and patrons typically had to climb stairs to enter the establishment. Before admittance patrons had to buy a ticket or a set of dance tickets. Usually they were not allowed in free to survey the scene.

In the hall, the taxi dancers were usually gathered together behind a waist-high rope or rail barricade on one side or corner of the room, and, as such, were not permitted to freely mingle with patrons. Because the male patron selected his dancing partner, the dancers had to appeal to him from their quarantined position. This produced a competitive situation, and on slow nights, which were not uncommon, the taxi dancers often cooed and coaxed to draw attention in their direction. In time, and with more experience, a dancer usually developed some sort of distinctiveness or mannerism, in dress or personality, to attract the male patron. Those who did not were often not successful. Once selected, the taxi dancer tried to build a rapport with her partner so he stayed with her, dance after dance. Successful taxi dancers usually had a few patrons who came to a hall solely to dance with them, and for long periods. In some of the less reputable establishments the dancing at times was particularly close; the dancer used her thighs to make her partner erect, and if encouraged to continue, ejaculate.

Patrons who tired of dancing but wished to continue talking with a taxi dancer usually could do so. A section in the dance hall with tables and chairs was reserved for this purpose. It was called "talk time," although other terms were used. In 1939, at the Honeymoon Lane Danceland in Times Square, the fee to sit and chat with a dancer was six dollars an hour, a princely sum for the time. At Honeymoon, although the dancer and patron were able to sit side by side, a low fence-like structure separated them due to police regulations. It was not uncommon for taxi dancers to date patrons they had met in the dance halls, and this was generally acquiesced to by management.

It was at Wilson's Dancing Academy in Times Square in 1923, where author Henry Miller first encountered Juliet "June" Smerdt, who became his second wife in 1924. She was working as a taxi dancer. Using either the alias June Mansfield or June Smith, she had started at Wilson's as a dance instructor in 1917, aged 15. (Wilson's was later renamed the Orpheum Dance Palace in 1931.)

Background
Generally, what is known today about the life and lives of the taxi dancer of the 1920s and 1930s comes from a major sociological study published by the University of Chicago Press in 1932 (see 'Classic sociological study' section below). According to the study, the typical taxi dancer of the period was an attractive young woman between the ages of 15 and 28 who was usually single. Although some dancers were undoubtedly older, the taxi-dancer profession tended to skew strongly toward the young and single. A majority of the young women came from homes in which there was little or no financial support from a father or father figure. The dancers were occasionally runaways from their families, and it was not unusual for a young woman to be from a home where the parents had separated. Despite their relatively young age range, a sizable percentage of taxi dancers had been previously married.

Often the dancers were immigrants from European countries, such as Poland, Sweden, the Netherlands, Germany, and France. Due to cultural differences, conflicts often arose between parents and their dancing offspring, especially if the parents were originally from rural areas. Sometimes a young woman of an immigrant family who worked as a taxi dancer was the primary financial support of the family. When this occurred and the young woman supplanted the parent or parents as breadwinner, sometimes she assumed an aggressive role in the family by "subordinating the parental standards to her own requirements and demands."

These conflicts in values between young women taxi dancers and their parents frequently caused the young women to lead so-called "double lives", denying that they worked at a taxi-dance hall. To further this divide, the young women sometimes adopted aliases so news of their activities might not reach their families' ears. When parents found out, there were three typical outcomes: the young woman either gave up her dancing career, left home estranged from the family or was encouraged to continue.

Despite the frequent hardships, many taxi dancers seemed to enjoy the lifestyle and its enticements of "money, excitement, and affection". Most young women interviewed for the study spoke favorably about their experiences in the taxi-dance hall.

One dancer [case #15] from the 1920s describes her start at a taxi-dance hall: "I was working as a waitress in a Loop restaurant for about a month. I never worked in a dance hall like this and didn't know about them. One day the 'boss' of this hall was eating in the restaurant and told me I could make twice as much money in his 'dancing school.' I went there one night to try it – and then quit my job at the restaurant. I always liked to dance anyway, so it was really fun."

A dancer from Chicago [case #11] spoke positively of her experiences: "After I had gotten started at the dance hall I enjoyed the life too much to want to give it up. It was easy work, gave me more money than I could earn any other way, and I had a chance to meet all kinds of people. I had no dull moments. I met bootleggers, rum-runners, hijackers, stick-up men, globe-trotters, and hobos. There were all different kinds of men, different from the kind I'd be meeting if I'd stayed at home with my folks in Rogers Park... After a girl starts in the dance hall and makes good it's easy to live for months without ever getting outside the influence of the dance hall. Take myself for instance: I lived with other dance-hall girls, met my fellows at the dance hall, got my living in the dance hall. In fact, there was nothing I wanted that I couldn't get through it. It was an easy life, and I just drifted along with the rest. I suppose if something hadn't come along to jerk me out, I'd still be a drifter out on the West Side."

Classic sociological study
In 1932, the University of Chicago Press published The Taxi-Dance Hall: A Sociological Study in Commercialized Recreation and City Life by researcher Paul G. Cressey. In its examination of Chicago's taxi-dancing milieu of the 1920s and early 1930s, the book, utilizing vivid, firsthand interviews of taxi dancers as well as their patrons, brought to light the little-known world of the taxi dance hall. The study is now considered one of the classic urban ethnographies of the Chicago School.

Vocabulary
As taxi dancing evolved to become a staple in the American nightlife of the 1920s and 1930s, taxi dancers developed an argot of their own. In his 1932 sociological study, Cressey took note of the specialized vocabulary in the Chicago dance halls:

• black and tan – a colored and white cabaret

• buying the groceries – living in a clandestine relationship

• class – term used by Filipinos to denote the taxi-dance halls

• fish – a man whom the girls can easily exploit for personal gain

• fruit – an easy mark

• hot stuff – stolen goods

• line-up, the– immorality engaged in by several men and a girl

• make – to secure a date with

• mark – a person who is gullible and easily taken advantage of

• monkey-chaser – a man interested in a taxi dancer or chorus girl

• monkey shows – burlesque shows with chorus girls

• nickel-hopper – a taxi dancer

• on the ebony – a taxi-dance hall or taxi dancer having social contacts with men of races other than white

• opera – burlesque show

• paying the rent – living in a clandestine relationship

• picking up – securing an after-dance engagement with a taxi dancer

• playing – successfully exploiting one of the opposite sex

• professional – a government investigator; one visiting the taxi-dance hall for ulterior purposes

• punk – a novitiate; an uninitiated youth or young girl, usually referring to an unsophisticated taxi dancer

• racket – a special enterprise to earn money, honestly or otherwise

• shakedown – enforced exaction of graft

Modernity
Although the ticket-per-dance system of taxi dancing has become nearly nonexistent in the United States and around the world, some nightclubs and dance instruction establishments continue to offer dancers who may be hired as dance partners. Most often these dance partners are female, but sometimes male. Instead of being called taxi dancers, the dancers are today usually referred to as "dance hostesses". Dance hostesses are often employed to assist beginners to learn to dance or may be utilized to further the general goal of building the dance community of an establishment.

In social settings and social forms of dance, a partner wanting constructive feedback from a dance hostess must explicitly request it. As the hostess's role is primarily social, she (or he) is unlikely to criticize directly. Due to the increased profile of partner dances during the 2000s, hostessing has become more common in settings where partners are in short supply, for either male or female dancers. For example, male dancers are often employed on cruise ships to dance with single female passengers. This system is usually referred to as the Dance Host program. Dance hostesses (male and female) are also available for hire in Vienna, Austria, where dozens of formal balls are held each year.

Volunteer dance hostesses (experienced male and female dancers) are often used in dance styles such as Ceroc to help beginners.

United States
There remain a handful of nightclubs in the United States, particularly in the cities of New York and Los Angeles, where an individual can pay to dance with a female dance hostess. Usually these modern clubs forgo the use of the ticket-a-dance system, and instead have time-clocks and punch-cards that allow a patron to pay for the dancer's time by the hour. Some of these dance clubs operate in buildings where taxi dancing was done in the early 20th century. No longer called taxi-dance halls, these latter-day establishments are now called hostess clubs.

Argentina
The growth of tango tourism in Buenos Aires, Argentina, has led to an increase in formal and informal dance hostess services in the milongas, or dance halls. While some operators attempt to sell holiday romance, reputable tango agencies offer genuine host services to tourists who find it hard to cope with the cabeceo—the eye contact and nodding-method of finding a dance partner.

In popular culture
Since the 1920s when taxi dancing boomed in popularity, various films, songs and novels have been released reflecting the pastime, often using the taxi-dance hall as a setting or chronicling the lives of taxi dancers.

Films
 * Dance Hall (1929), pre-Code musical based on a Viña Delmar short story
 * The Nickel-Hopper (1926), silent short
 * In the 1932 Warner Bros. film Two Seconds, Edward G. Robinson meets a taxi dancer (Vivienne Osborne), who he marries when drunk, and later kills out of jealousy.
 * Ten Cents a Dance (1931), starring Barbara Stanwyck; inspired by the popular song of the same name
 * Let's Dance (1933), short featuring George Burns as a sailor and Gracie Allen as a dance hostess at Roseland Dance Hall
 * The Taxi Dancer (1927), starring Joan Crawford and Owen Moore
 * Asleep in the Feet (1933), Hal Roach comedy short starring Thelma Todd and ZaSu Pitts
 * Dime-A-Dance (1937), featuring Al Christie and Imogene Coca
 * Child of Manhattan (1937), based on a play by Preston Sturges
 * Deadline at Dawn (1946), about a New York dime-a-dance girl helping to clear a sailor framed for murder
 * The Quiet American (2002), starring Michael Caine and Brendan Fraser, various scenes take place in a taxi-dance hall during Indochina War-era Saigon
 * In Lured (1947), Lucille Ball stars as a New York taxi dancer in London who works undercover to solve a string of murders
 * In Killer's Kiss (1955), a film by Stanley Kubrick, various scenes take place in a taxi-dance hall
 * In The Rat Race (1960), Debbie Reynolds stars as a struggling taxi dancer; based on a play by Garson Kanin
 * Sweet Charity (1969), musical-comedy starring Shirley MacLaine; directed and choreographed by Bob Fosse
 * In A League of Their Own (1992), the character played by Madonna, "All the Way" Mae Mordabito, mentions that if the league folds she won't go back to taxi dancing and have guys sweat gin on her for ten cents a dance
 * The White Countess (2005), directed by James Ivory, tells the story of a Russian countess (Natasha Richardson) who works as a taxi dancer in Shanghai in the 1930s to support her family of White émigrés

Books
 * The Taxi Dancer by Robert Terry Shannon (1931)
 * The Confessions of a Taxi Dancer by Anonymous (booklet, 1938)
 * The Adventures of Sally by P. G. Wodehouse (1939)
 * Crosstown by John Held, Jr. (1951), "Showgirl Mazie's rise from Taxi-Dancer to Broadway star"
 * Taxi Dancers by Eve Linkletter (1959) (adult paperback)
 * Ten Cents a Dance by Christine Fletcher (2010)
 * The Bartender's Tale by Ivan Doig (2012), features a character who was formerly a taxi dancer
 * A Girl Like You: A Henrietta and Inspector Howard Novel by Michelle Cox (2016)
 * The Night Tiger by Yangsze Choo (2019) - main character Ji Lin works as a dance hall hostess in 1930s British Malaya

Songs and music videos
 * "Ten Cents a Dance" (1930), music by Richard Rodgers, lyrics by Lorenz Hart
 * "Taxi War Dance" (1939), jazz instrumental by Count Basie featuring Lester Young
 * "Dime a Dance" (1972), recorded by Vicki Lawrence; the flip-side of "The Night the Lights Went Out in Georgia", from the album of the same name
 * "Aja" (1977), music and lyrics by Steely Dan (refers to "dime dancing")
 * "Taxi Dancer" (1979), music and lyrics by John Mellencamp
 * The music video for the 1983 Pat Benatar song "Love Is a Battlefield" follows the experience of a young woman who runs away from home and becomes a taxi dancer.
 * "Taxi Dancing" (1984), "Hard to Hold" movie soundtrack, by Rick Springfield, featuring Randy Crawford
 * "Taxi Dancer" (2013) by the band Dengue Fever
 * "Private Dancer" (1983), music and lyrics by Mark Knopfler, recorded by Tina Turner on the album of the same name

Musical theatre
 * Simple Simon (1930), music by Richard Rodgers, lyrics by Lorenz Hart, book by Guy Bolton; the song "Ten Cents a Dance" was introduced in this show, sung by Ruth Etting.
 * Sweet Charity (1966), music by Cy Coleman, lyrics by Dorothy Fields and book by Neil Simon

Television
 * In Big Sky, the character Ronald reveals he is a taxi dancer.
 * In Cold Case'' season 5 World End murder victim was a taxi dancer.
 * L.A. Law features an episode (Season 5, Episode 7) where two of the characters (Benny and Murray) visit a taxi dance hall in Los Angeles during 1990.
 * Laverne & Shirley has an episode ("Call Me a Taxi", 1977) where the two are laid off and take jobs as taxi dancers.
 * Psych season 6 episode "Autopsy Turvy" features a taxi dance hall and dancers who provide clues regarding a murder.
 * In The Waltons episode "The Achievement" (Season 5, Episode 25), John-Boy travels to New York to check on his book manuscript, and finds his friend Daisy working as a taxi dancer.

title: Taxi dancer


text:
Mil Mi-17

The Mil Mi-17 (NATO reporting name: Hip) is a Soviet-designed Russian military helicopter family introduced in 1975 (Mi-8M), continuing in production at two factories, in Kazan and Ulan-Ude. It is known as the Mi-8M series in Russian service. The helicopter is mostly used as a medium twin-turbine transport helicopter, as well as an armed gunship version.

Development
Developed from the basic Mi-8 airframe, the Mi-17 was fitted with the larger Klimov TV3-117MT engines, rotors, and transmission developed for the Mi-14, along with fuselage improvements for heavier loads. Optional engines for "hot and high" conditions are the 1545 kW Isotov TV3-117VM. Recent exports to China and Venezuela for use in high mountains have the new Klimov VK-2500 version of the Klimov TV3-117 engine with FADEC control.

The designation Mi-17 is for export; the Russian armed forces call it the Mi-8MT. The Mi-17 is recognisable by the tail rotor on the port side instead of the starboard side, and dust shields in front of the engine intakes. Engine cowls are shorter than on the TV2-powered Mi-8, not extending as far over the cockpit, and an opening for a bleed air valve outlet is present forward of the exhaust.

Actual model numbers vary by builder, engine type, and other options. As an example, the sixteen new Ulan Ude-built machines delivered to the Czech Air Force in 2005 with -VM model engines were designated as Mi-171Sh, a development of the Mi-8AMTSh. Modifications include a new large door on the right side, improved Czech-built APU, and Kevlar armour plates around the cockpit area and engines. Eight have a loading ramp in place of the usual clamshell doors and can load a vehicle up to the size of an SUV.

In March 2007, licensed production of the Mi-17 started in China, with production being led by Mil Moscow Helicopter Plant JSC and the Sichuan Lantian Helicopter Company Limited in Chengdu, Sichuan province as a joint venture. The plant built 20 helicopters in 2008, using Russian Ulan-Ude-supplied kits; annual production was expected to increase to 80 helicopters. The variants planned to be built by Lantian include the Mi-171, Mi-17V-5, and Mi-17V-7. In 2021 it was reported that China was replacing the Russian-made Mi-17 with their own Z-20, except possibly for the Mi-171Sh assault helicopter; the last Mi-17 order was in 2014.

In 2021 the website of Russian Helicopters, the manufacturer, said that the Mi-8/17 was "the most widely operated helicopter in history."

Operational history
Royal Cambodian Air Force Mi-17s were used during the Cambodian government's offensives; by 1994 ten operational airframes five were converted to helicopter gunships equipped with 57 mm rocket pods and providing air support for ground forces attacking the Khmer Rouge positions. In 1996 the Government launched an offensive during the dry season at the Khmer Rouge stronghold of Anlong Veng and Pailin, using five Mi-17 gunships and eight Mi-17-Mi-8 troops transports.

In May 1999, during Operation Safed Sagar, the Mi-17 was used in the first air phase of the Kargil War by 129HU of the Indian Air Force (IAF) against the Pakistan Army. One IAF Mi-17 and one IAF MiG-21 were shot down by Pakistan Army Air Defence Anza-II shoulder-fired missiles. This led to the withdrawal of armed helicopters and attacks by fixed-wing aircraft in the Kargil theatre.

The Mi-17 was used extensively by the Sri Lanka Air Force in Sri Lanka's war on terrorism by the LTTE. Seven of them were lost in combat and attacks on airports.

Freelance pilot Neall Ellis operated an Mi-17 in support of the Sierra Leone government in the Sierra Leone Civil War, ferrying ammunition and other supplies to government troops.

US Army Special Forces in Afghanistan extensively used CIA-operated Mi-17s during the initial stages of Operation Enduring Freedom.

The Mi-17 is used for passenger transport by Air Koryo, national airline of North Korea. Previous flights include those between Pyongyang and Kaesong and Pyongyang and Haeju.

The Mexican Navy uses its Mi-17s for anti-narcotic operations such as locating marijuana fields and dispatching marines to eradicate the plantations.

The Slovak Air Force and Croatian Air Force operated Mi-17s in Kosovo as part of KFOR.

Both the pro-Gaddafi and anti-Gaddafi forces in the 2011 Libyan civil war have operated Mi-17s.

Mi-17s are operated by the Afghan Air Force. In July 2010 two Mi-17 were flown by a mixed crew of United States Air Force and Afghan Air Force personnel in a 13-hour mission that rescued 2,080 civilians from flood waters. This was the largest rescue by two helicopters in USAF history. USAF pilot Lt Col Gregory Roberts received the Distinguished Flying Cross for the mission.

During the Tham Luang cave rescue in July 2018, the Royal Thai Army used the Mi-17 helicopter for searching operations, and evacuating the first batch of survivors from Tham Luang to Chiang Rai hospital; on 10 July 2018 a Mil Mi-17 helicopter took the last evacuated boy to the hospital.

During the 19 November 2023 Houthi hijacking of the Galaxy Leader, one Mi-17 helicopter was used to land the hijacking team on the deck of the Galaxy Leader.

21st century orders
In October 2007, the Saudi Arabian Government cancelled the purchase of 64 NHIndustries NH90 helicopters and agreed to buy 150 Russian-made Mil Mi-17 and Mi-35 helicopters instead.

On 28 October 2008, the Royal Thai Army announced a deal to buy six Mi-17s to meet its requirement for a medium-lift helicopter. This is the first time the Thai armed forces have acquired Russian aircraft instead of American aircraft. Flight International quotes the Thai Army's rationale: "We are buying three Mi-17 helicopters for the price of one Black Hawk. The Mi-17 can also carry more than 30 troops, while the Black Hawk could carry only 13 soldiers. These were the key factors behind the decision."

On 15 December 2008, it was reported that India ordered 80 Mi-17V-5 helicopters worth $1.375 billion, which would be delivered to the Indian Air Force between 2011 and 2014 to replace aging Mi-8s. In August 2010, it was reported that India planned to order another 59 Mi-17s. The first Mi-17V-5s entered service with India in February 2012. In December 2012, India signed a contract for 71 aircraft at a reported cost of US$1.3 billion. In December 2014 it was reported that India is in agreement with the Russian Federation to produce on its territory Mi-17s and Ka-226Ts. All 151 helicopters were delivered as of February 2016.

On 11 June 2009, it was announced that the United States had handed over four Mi-17 cargo helicopters to the Pakistan Army to facilitate its counter-terrorism operations. This followed an urgent request for helicopters by Pakistan's Chief of Army Staff General Ashfaq Parvez Kayani in a leaked US embassy cable.

On 16 September 2009, the United States Navy delivered the last two of four Mi-17s to the Afghan National Army Air Corps. On 19 June 2010, it was announced that the US government would buy and refurbish 31 more Mi-17 helicopters from Russia to supply the Afghan Air Force.

The US was reportedly considering adding the helicopter to the US military for special forces use in order to obscure troop movements. The US has used some Mi-8s and Mi-17s for training, and has purchased units for allies in Iraq, Afghanistan and Pakistan.

In August 2010 a contract was signed by the Argentine Air Force for two Mi-17Es, plus an option on another three, to support Antarctic bases.

In September 2010, the Polish Defense Minister announced that his country would buy five new Mi-17s from Russia, to support Polish operations in Afghanistan. All five Mi-17-1Vs were delivered by 2011.

In 2011, Chief of Staff of the Afghan National Army Abdul Wahab Wardak announced that the US government would buy Mi-17s for use by Afghanistan's troops. He explained the choice of the Russian helicopter over the American Chinook was due to the familiarity of the Afghan technical and pilot staff with the helicopter type and that it is better suited for Afghanistan's environment. The United States continued to purchase the helicopters for Afghanistan in 2013, despite a congressional prohibition. Overall, 63 Mi-17s were acquired through the 2011 contract at a cost of US$16.4 to US$18.4 million each, or US$4 to US$6 million more each than a refurbished American Chinook.

China signed two contracts with Rosoboronexport in 2009 and 2012 for 32 and 52 Mi-171E, respectively.

In 2014 and 2015, Bangladesh ordered a total of 11 Mi-171Sh helicopters. 5 more ordered in 2017.

The Helicopters of Russia has concluded a contract with the Defense Ministry of Belarus for the supply of twelve Mi-8MTV-5 military transport helicopters in 2016–2017. The Belarusian military will get the helicopters possessing the same parameters as those used by the Russian military. The contract was executed in April 2017.

In the course of the Army-2017 International Military Technical Forum signed a contract to supply two Mi-171Sh helicopters to Burkina Faso. Also signed a contract for the supply of helicopters to Russian state special purpose aviation. Three Mi-8AMTSh military transport helicopters were produced and three more were ordered later.

Royal Thai Army ordered 2 Mi-17V-5s in September 2017 which received in December 2018 plus 3 more received in March 2021 for a total of 10 delivered since 2011. RF National Guard ordered two Mi-8AMTSHs in April 2018.

During the Hydroaviasalon-2018 exhibition, subsidiaries of Rostec State Corporation – Russian Helicopters, National Service of Medical Aviation and Avia Capital Services LLC – signed a contract to supply 104 Ansat and 46 Mi-8AMT medically equipped helicopters.

Russia supplied seven Mi-35 and three Mi-17 helicopters to Serbia.

A contract was signed on 18 January 2019 between Russian Helicopters, Kazakhstan Engineering, and Kazakh firm Aircraft Repair Plant No 405 (ARP 405) that will see 45 kit versions of the Mil Mi-8AMT and Mi-171 helicopters delivered to Kazakhstan until 2025 for local assembly.

In 2019, China ordered 100 Mi-171 (including 18 combat-transport Mi-171Sh) and 21 Kazan Ansat helicopters. A contract with the civilian airline QINGDAO for the supply of six Mi-171 helicopters with VK-2500-03 engines was signed in December 2019.

In 2019, the Philippine Air Force reportedly expressed its interest in acquiring 16 Mi-171 helicopters for its heavy-lift helicopter requirement, with a possible option to add one Mi-171 that is fitted for VVIP transport, in a deal worth P12.5 billion to be signed during the official visit to Russia by President Rodrigo Duterte. From 3 to 7 March 2020, a delegation composed of Philippine military and defense officials, and officials of the Embassy of the Philippines in Russia met with representatives from Sovtechnoexport and visited the Ulan-Ude Aviation Plant. Local defense blog Maxdefense Philippines reported that a Notice of Award (NOA) was issued during the third quarter of 2020, although it was unclear if it was awarded to Sovtechnoexport or Rosoboronexport. On 27 July 2022, the Philippine government canceled the deal to purchase 16 Mi-17 helicopters due to fears of possible US sanctions.

In 2021 Russia offered the Argentine Air Force Mil Mi-17 helicopters as part of a bigger arms deals.

Russia in October 2021 delivered to Mali 2 Mi-171Sh and 2 Mi-17V-5 helicopters in the framework of a contract signed in December 2020.

Bangladesh and Peru each ordered 2 Mi-171A2s in 2021.

On 13 April 2022, US President Joe Biden announced that the US Government would supply 11 Mi-17 helicopters to the Ukrainian government to aid in its defense during the Russian invasion of Ukraine. The US supplied 16 Mi-17s including five that were undergoing maintenance in Ukraine when Russia invaded. These helicopters belonged to the former Afghan government, but were paid for by the US under the Afghanistan Security Forces Fund. Therefore, the Pentagon treated these aircraft as its property after that government fell in September 2021.

Iran reportedly ordered 12 search and rescue helicopters of the Mi-8/17/171 family in early 2024.

Soviet/Russian variants

 * Mi-8MT
 * Basic updated version of the Mi-8T, powered by two 1,397 kW (1,874 hp) Klimov TV3-117MT turboshaft engines. Provision for twin or triple external stores racks. The export version is known as Mi-17.

 * Mi-8MTV
 * Hot and High version, powered by two Klimov TV3-117VM high-altitude turboshaft engines. This type has a maximum ceiling of 6,000 m.

 * Mi-8MTV-1
 * Radar-equipped civil version of the Mi-8MTV. Russian designation of the Mi-17-1V.

 * Mi-8MTV-2
 * Improved version of the Mi-8MTV-1 with enhanced armour, updated systems, an anti-torque rotor and accommodation for 30 instead of 24 troops.

 * Mi-8MTV-3
 * Military version of the Mi-8MTV-2, fitted with four instead of six hardpoints, the number of possible external stores combinations was increased from 8 to 24.

 * Mi-8MTV-5
 * Military utility transport helicopter, powered by two Klimov TV3-117VM turboshaft engines and equipped with a loading ramp instead of the clam-shell doors, an additional door and a new "dolphin nose". First deliveries to the VVS in 2012. Deliveries continued in 2013 and 2014.  Russia currently uses improved Mi-8 MTV-5-1s. These helicopters are intended for the transport of goods and machinery weighing up to 4 tons and these helicopters are equipped with optional rocket or cannon armament. The cockpit lighting is modified to support night vision goggles and the communication systems have been modernized. As of January 2019, the manufacturer has supplied 130 Mi-8MTV-5 vehicles out of 140 to the Defense Ministry.

 * Mi-8MTV-5-Ga
 * Civilian version of the Mi-8MTV-5.

 * Mi-8AMT
 * Slightly modified version of Kazan's Mi-8MTV, built in Ulan-Ude Aviation Plant from 1991 and still powered by TV3-117VM engines although nowadays VK-2500 engines are optional. Also known as Mi-171. An Arctic version was put into production in 2020.

 * Mi-8AMTSh
 * Armed assault version of the Mi-8AMT, can carry the same range of weapons as the Mi-24 including unguided weapons and high-precision armaments, in particular, antitank guided 9M120 Ataka or 9M114 Shturm missiles. Fitted with a new large door on the right side (except the prototype), aramid fiber plates around the cockpit area and engines, and sometimes a loading ramp in place of the usual clamshell doors. The helicopter can carry up to 37 paratroopers, 12 wounded on stretchers or airlift up to 4 tons of cargo, engage in search-and-rescue and evacuation operations. The craft has two VK-2500 engines of enhanced capacity and a complex of defense means. The cockpit of the new helicopter is equipped with multifunctional indicators to display the map of the terrain and the latest navigational and piloting equipment which operates with GPS and GLONASS satellite navigation systems. The Russian Air Force received a first batch of 10 Mi-8AMTSh in December 2010, and a second batch in June 2011. In total, 40 helicopters were delivered in 2014. Long-term government contract to supply modernized Mi-8AMTSh was signed in Ulan-Ude in August 2013 and provides for the delivery of unique machines – the first production batch with improved resource performance including significant savings on maintenance during the life cycle of the helicopter. Mi-8AMTSh passed to the Defense Ministry obtains a larger capacity engines VK-2500 with an upgraded (reinforced) transmission that provide objective control of exploratory work, and make the use of the helicopter in the highlands and hot climates more efficient.

 * Mi-8AMTSh-VA
 * Arctic version of Mi-8AMTSh is supplied to the Russian Aerospace Forces and Naval Aviation.

 * Mi-8MTKO
 * Night attack conversion of the Mi-8MT and Mi-8MTV helicopters. Known in Belarus as Mi-8MTKO1.

 * Mi-8MTD
 * Electronic warfare version of the Mi-8MT.

 * Mi-8MTF
 * Aerial photography variant based on the Mi-8MT

 * Mi-8MTG
 * Electronic warfare version of the Mi-8MT with "Gardenya-1FVE" single H/I-band jamming system. Export designation Mi-17PG.

 * Mi-8MTI (NATO Hip-H EW5)
 * Electronic warfare version of the Mi-8MT with "Ikebana" single D-band jamming system. Also known as Mi-13, export designation Mi-17PI.

 * Mi-8MTPB (NATO Hip-H EW3)
 * Electronic warfare version of the Mi-8MT with "Bizon" jamming system. Export designation Mi-17PP.

 * Mi-8MTPSh
 * Electronic warfare version of the Mi-8MT with "Shakhta" jamming system. Export designation Mi-17PSh.

 * Mi-8MTR1
 * Electronic warfare version of the Mi-8MT. The Russian Air Force (VVS) received three new Mi-8MTPR-1 electronic warfare (EW) helicopters on 4 March 2014. Mi-8MTPR-1 is a standard Mi-8MTV-5-1 with a 'Rychag-AV' active jamming station installed onboard. The helicopters are designed to be able to detect and suppress electronic command-and-control systems as well as the radars of surface-to air and air-to-air missiles. Additional Mi-8MTPR-1s are currently under construction, with the Russian Ministry of Defence is set to eventually receive 18 of the EW helicopters.

 * Mi-8MTR2
 * Electronic warfare version of the Mi-8MT.

 * Mi-8MTS
 * Sigint version of the Mi-8MT.

 * Mi-8MTSh1
 * Electronic warfare version of the Mi-8MT.

 * Mi-8MTSh2 (NATO Hip-H EW4)
 * Electronic warfare version of the Mi-8MT.

 * Mi-8MTSh3 (NATO Hip-H EW6)
 * Electronic warfare version of the Mi-8MT.

 * Mi-8MTT
 * Sigint version of the Mi-8MT.

 * Mi-8MTYa
 * Electronic warfare version of the Mi-8MT with "Yakhont" system.

 * Mi-8MS
 * VIP version. Subvariants are Mi-8MSO and Mi-8MSD.

 * Mi-19
 * Airborne command post version for tank and motorized infantry commanders (based on Mi-8MT/Mi-17 airframe).

 * Mi-19R
 * Airborne command post version similar to Mi-19 for commanders of rocket artillery (based on Mi-8MT/Mi-17 airframe).

Export variants

 * Mi-17 (NATO Hip-H)
 * Improved version of the Mi-8, powered by two Klimov TV3-117MT turboshaft engines. Basic production version.

 * Mi-17-1
 * Export version of Mi-8AMT powered by two Klimov VK-2500 engines.

 * Mi-17-1M
 * High altitude operations version, powered by two Klimov TV3-117VM turboshaft engines.

 * Mi-17-1V
 * Military transport, helicopter gunship version, powered by two Klimov TV3-117VM turboshaft engines. Export version of the Mi-8MTV-1.

 * Mi-17-1VA
 * Flying hospital version.

 * Mi-17-2
 * Export version of Mi-8MTV-2.

 * Mi-17V-3
 * Export version of the Mi-8MTV-3.Indonesian Army Aviation Mi-17V-5.jpg Mi-17V-5]]

 * Mi-17V-5
 * Export version of the Mi-8MTV-5. This variant is designated CH-178 by the Canadian Forces.

 * Mi-17V-7
 * Mi-17V-5 equipped with VK-2500 engine and clam shell doors.

 * Mi-17M
 * Demonstration model from 1993, served as the basis for the Mi-17MD (nowadays known as Mi-17V-5).

 * Mi-17MD
 * Initial designator of the Mi-17V-5, developed in 1995 and from 1996 fitted with a loading ramp.

 * Mi-17KF
 * Export version fitted with new avionics including Inertial Navigation Unit along with GPS at tail boom.

 * Mi-17N
 * Export version of the Mi-8MTKO with GOES-321M turret with LLLTV and FLIR.

 * Mi-17P
 * Export version, passenger transport helicopter.

 * Mi-17PG
 * Export version of the Mi-8MTG.

 * Mi-17PI
 * Export version of the Mi-8MTI.

 * Mi-17PP
 * Export version of the Mi-8MTPB.

 * Mi-17S
 * VIP version.

 * Mi-17AE
 * SAR and Medevac version given to Poland.

 * Mi-17 LPZS
 * Specialised version for the SAR units (Leteckej Pátracej a Záchrannej Služby) of Slovakia. Four ordered.

 * Mi-17Z-2 "Přehrada"
 * Czech electronic warfare version with two large canisters on each side.

 * Mi-171
 * Export version of the Mi-8AMT, built in Ulan-Ude.

 * Mi-171A
 * Mi-171 civilian passenger helicopter modified to meet FAR 29 and JAR 29 requirement.

 * Mi-171A1
 * Mi-171 civilian cargo helicopter modified to meet FAR 29 and JAR 29 requirement.

 * Mi-171A2
 * Highly upgraded version powered by VK-2500PS-03 engines (civil version of the engines installed on Mi-28 combat helicopters), digital navigation system with data display indication reducing the crew to two people, and a new rotor system. The Mi-171A2 has been certified by India, Colombia and South Korea as of late 2020, followed by Vietnam in June 2021.

 * Mi-171A3
 * Newest modification based on the previous Mi-171A2 variant and the Mil Mi-38 transport helicopter, first revealed on 26 February 2019. The Mi-171A3 will be intended primarily for transport flights to offshore drilling platforms.

 * Mi-171C
 * Chinese built variant of Mi-171 by Sichuan Lantian Helicopter Company Limited, with two radars, one weather radar in the forward section, and another Doppler navigational radar under tail boom. Clam shell doors are replaced by a single ramp door.

 * Mi-171E
 * Mi-171 equipped with VK-2500-03 engines to operate in extreme temperature limits, from −58 to 50 Celsius.

 * Mi-171M
 * Modernized Mi-171 to reduce crew from 3 to 2.

 * Mi-171S
 * Mi-171 with Western avionics such as AN/ARC-320 transceiver, GPS and standard NATO flight responder.

 * Mi-171Sh
 * Export version of the Ulan-Udes Mi-8AMTSh. It is the most advanced export version and can be armed with various armaments. In addition to transporting troops, the helicopter can also be used to attack enemy positions. Mi-171SH-HV and Mi-171SH-VN are more advanced versions equipped with electro-optical FLIR system and armed with anti-tank guided missiles.

 * Czech Republic and Croatia have ordered these types in 2005 and 2007. Both Bangladesh Air Force and Bangladesh Army operates Mi-171Sh armed assault helicopter and for multirole operations. Two recent operators are Peru who ordered 6, all due for delivery in 2011, and Ghana which received 4 of the helicopters in January 2013. A new order from China in 2020.

 * Mi-171ShP
 * Export version of Mi-17Sh for Peruvian Army (Aviación del Ejército del Peru) who ordered 24 for US$528 million and the contract stipulates delivery of spare parts, ground support equipment, maintenance support, and the establishment of a Mi-17 maintenance facility in La Joya (Arequipa), for US$62.4 million

 * Mi-171Sh2
 * Upgraded version of Mi-171Sh for Algerian Air Force with new avionics, engines and optronic ball, active and passive protection system "President-S", two rocket pods B8W20A, eight missiles 9M120 "Ataka".

 * Mi-172
 * Civil passenger version manufactured in Kazan plant and based on the Mi-8MTV-3.

 * Mi-171Sh Storm for special forces

Operators

 * 🇦🇫 Afghanistan
 * 🇩🇿 Algeria
 * 🇦🇴 Angola
 * 🇦🇷 Argentina
 * 🇦🇲 Armenia
 * 🇦🇿 Azerbaijan
 * 🇧🇩 Bangladesh
 * 🇧🇦 Bosnia and Herzegovina
 * 🇧🇬 Bulgaria
 * 🇧🇫 Burkina Faso
 * 🇰🇭 Cambodia
 * 🇨🇲 Cameroon
 * 🇹🇩 Chad
 * 🇨🇳 China
 * 🇨🇴 Colombia
 * 🇨🇩 Congo
 * DR Congo
 * 🇭🇷 Croatia
 * 🇨🇺 Cuba
 * 🇨🇿 Czech Republic
 * 🇩🇯 Djibouti
 * 🇪🇨 Ecuador
 * 🇪🇬 Egypt
 * 🇬🇶 Equatorial Guinea
 * 🇪🇷 Eritrea
 * 🇪🇹 Ethiopia
 * 🇬🇭 Ghana
 * 🇭🇺 Hungary
 * 🇮🇳 India
 * 🇮🇩 Indonesia
 * 🇮🇷 Iran
 * 🇮🇶 Iraq
 * Iraqi Kurdistan
 * 🇰🇿 Kazakhstan
 * 🇰🇪 Kenya
 * Laos
 * 🇲🇾 Malaysia
 * 🇲🇱 Mali
 * 🇲🇽 Mexico
 * 🇲🇳 Mongolia
 * 🇲🇪 Montenegro
 * 🇲🇿 Mozambique
 * 🇲🇲 Myanmar
 * 🇳🇦 Namibia
 * 🇳🇵 Nepal
 * 🇳🇮 Nicaragua
 * 🇳🇬 Nigeria
 * 🇰🇵 North Korea
 * North Macedonia
 * 🇵🇰 Pakistan
 * 🇵🇬 Papua New Guinea
 * 🇵🇪 Peru
 * 🇵🇱 Poland
 * 🇷🇴 Romania
 * 🇷🇺 Russia
 * 🇷🇼 Rwanda
 * 🇸🇳 Senegal
 * 🇷🇸 Serbia
 * 🇸🇱 Sierra Leone
 * 🇸🇰 Slovakia
 * 🇰🇷 South Korea
 * 🇸🇸 South Sudan
 * 🇱🇰 Sri Lanka
 * Syria
 * 🇹🇭 Thailand
 * 🇹🇷 Turkey – 19
 * 🇹🇲 Turkmenistan
 * 🇺🇬 Uganda
 * 🇺🇦 Ukraine
 * 🇬🇧 United Kingdom
 * 🇺🇸 United States
 * 🇺🇿 Uzbekistan
 * 🇻🇪 Venezuela
 * Vietnam
 * 🇾🇪 Yemen
 * Houthi rebels
 * Houthi rebels

 * 🇿🇲 Zambia

Former operators

 * 🇨🇦 Canada (Mi-8)
 * Air Vigilance Service: Received a Mi-17 (Mi-8MT) donated by Nicaragua in response to the 1991 Limon earthquake, but its operational status is doubtful due to lack of spare parts. It was then sold to Colombia.
 * Czechoslovakia
 * 🇱🇻 Latvia
 * 🇱🇹 Lithuania
 * Soviet Union
 * Soviet Union

Accidents and notable incidents

 * On 16 September 2000, a Mi-17 of the Sri Lanka Air Force crashed near Aranayake in Kegalle District, Sri Lanka with one of the then government ministers on board. Besides the minister, there were 14 others onboard – nine party officials, three bodyguards and two crew members. The authorities initially claimed that engine failure had caused the crash. The government immediately ordered an inquiry into the crash and in January 2001. President Kumaratunga appointed a Presidential Commission to inquire into the crash. However, neither found any conclusive evidence for the crash's cause.
 * On 30 July 2005, a Mi-17 presidential helicopter crashed in mountain ranges in South Sudan due to poor visibility claiming the life of then President of South Sudan John Garang, six of his colleagues and seven Ugandan crew members. He was returning from a private visit in Rwakitura meeting President Yoweri Museveni of Uganda.
 * On 12 January 2008, a Mi-17 of the Macedonian Armed Forces crashed, killing all three crew members and eight passengers.
 * On 3 March 2008, an Iraqi Air Force Mi-17 (Mi-8AMT) crashed near Baiji while ferrying troops from Tal Afar to the capital Baghdad. All eight people onboard perished in the accident.
 * On 31 May 2008, a People's Liberation Army Mi-171 transport crashed in southwest Sichuan province, killing 5 crew and 13 passengers on board. It was on a rescue mission during the 2008 Sichuan earthquake.
 * On 14 January 2009, an Afghan Air Force Mi-17 crashed in Herat while en route to Farah province. All 13 on board were killed, including Maj. Gen. Fazl Ahmad Sayar, one of Afghanistan's four regional commanders.
 * On 3 May 2009 a Venezuelan Army Mi-17V-5 crashed in the state of Táchira killing all 17 people on board.
 * On 14 February 2010, a Yemeni Air Force Mi-17 crashed in Northern Yemen, hitting an Army vehicle. All eleven people on board were killed, along with three others on the ground.
 * On 28 July 2010, an Iraqi Air Force Mi-17 (Mi-8M) crashed in a sandstorm about 110 km south of Baghdad, killing all 5 occupants.
 * On 19 November 2010, an Indian Air Force Mi-17 crashed near Tawang in Arunachal Pradesh, India killing all 12 people on board. It had taken off from Tawang for Guwahati, and crashed about five minutes later at Bomdila.
 * On 19 April 2011, a Pawan Hans Mi-17 burst into flames seconds before landing at Tawang in Arunachal Pradesh, India, killing 17 people on board.
 * On 18 May 2012, a Mi-17 crashed while in training in Yaracuy, Venezuela, killing 4 people.
 * On 11 July 2012, a Pakistan Army Mi-17 crashed near Skardu Airport in Gilgit-Baltistan, killing 5 people.
 * On 30 August 2012, two Indian Air Force Mi-17s collided near Jamnagar in Western India, killing 9 people.
 * On 11 February 2013, a Mi-17 belonging to Azerbaijani Air Force crashed into the Caspian Sea killing all 3 people on board.
 * On 25 June 2013, a Mi-17V-5 of the Indian Air Force crashed while undertaking rescue operations in the flood-ravaged areas of the state of Uttarakhand in northern India. IAF chief NAK Browne ruled out possibility of any of the 20 men onboard surviving. There were five staff from IAF, six from Indo-Tibetan Border Police (ITBP), and nine from National Disaster Response Force (NDRF).
 * On 16 September 2013, a Turkish Air Force F-16 shot down a Syrian Mil-17 at the border after the helicopter violated Turkish airspace. Two crew members reportedly bailed out before the aircraft crashed in Syrian territory.
 * On 9 November 2013, an Indonesian Army Mi-17 crash killed at least 13 people after the helicopter caught on fire in the jungles of Borneo.
 * On 7 July 2014, a Vietnam People's Air Force Mi-171 military helicopter crashed on the outskirts of Hanoi while on a training mission for parachute recruits. Among 21 men on board, 16 died, 4 others died in hospital, only 1 survived. The pilot crashed in a field, probably to avoid the local market and houses.
 * On 10 July 2014, a Macedonian police Mi-17V-5 crashed overnight during a training flight near the southern town of Strumica, killing all four people on board. The four crew members were all pilots, each with more than 30 years of flight experience. They were on a night training flight when the Mi-17-V5 hit a 120 m tall television transmitter tower near Strumica, about 190 km south of the capital Skopje.
 * On 21 September 2014, an Egyptian Army Mi-8/17 crashed near Kom Oshem, Fayoum Governorate while on a transport mission from Bani Sweif Governrate. All the crew died.
 * On 13 March 2015, Serbian Army Mi-17 crashed just short of Belgrade airport when employed in transportation, from Novi Pazar to military medical facility in Belgrade, of a 5-day-old baby with respiratory problems due to road blockade by the landslide. All 7 individuals aboard, including four crew members, two medical staff and the patient died.
 * On 8 May 2015, a Pakistan Army Mi-17 crashed near the Naltar area of Gilgit in Gilgit-Baltistan, killing the Norwegian and Philippine ambassadors and the wives of the Malaysian and Indonesian ambassadors. Two Pakistan Army pilots, Major Al-Tamash and Major Faisal, were also killed in the incident. The Polish and Dutch ambassadors were injured.
 * On 13 May 2015, a Mi-17 helicopter on a training flight belonging to Bangladesh Air Force crash landed at the airport and caught fire. All three people onboard sustained major injuries and were hospitalized.
 * On 28 July 2015, a Mi-17 from the Presov Helicopter Airbase of the Slovak Air Force crashed into a forested area near Hradisko, Terňa, Slovakia during a routine training flight. The pilot died on the scene and the remaining two crew members sustained major injuries and were hospitalized.
 * During the Russian intervention on the Syrian Civil War. Two Russian Mi-8AMTsh helicopters were sent to find and recover the pilots from the crash site of a Su-24M bomber downed. One of the helicopters was damaged by small-arms fire from Syrian Turkmen Brigade militants, resulting in the death of a naval infantryman, and was forced to make an emergency landing.
 * On 27 March 2016, a Mi-17 of the Algerian Air Force crashed in Southern Algeria causing the death of 12 military personnel and two injured.
 * On 4 August 2016, A Pakistani Mi-17 transport belonging to the Punjab government en route to Russia for repair, crashed in Logar Province, Afghanistan. The six people on board were reportedly taken as hostage by Taliban. The crew and occupants of the Mi-17 were released after ten days through an inter-tribe exchange at Pakistan-Afghan border. The crew consisted of five Pakistanis and one Russian.
 * On 27 November 2016, an Iranian Mi-17 transport belonging to the Islamic Revolutionary Guard Corps (IRGC) dispatched to an oil rig located 12 mi off the coast of Amirabad in the northern province of Mazandaran, crashed in the Caspian Sea. All five people onboard died.
 * On 31 December 2016, a Venezuelan Mi-17 transport of the Venezuelan Army covering the route SVPA – SVLE crashed in the Amazonas State.
 * On 29 May 2017 a Mi-17 transport of the Sri Lanka Air Force which was engaged in flood relief operations was forced to land with extensive damage in Baddegama, and none of the crew members injured.
 * On 6 October 2017 an Indian Air Force Mi-17V-5 helicopter crashed in Arunachal Pradesh killing 7 on board.
 * On 3 January 2018: A Mil Mi-17 helicopter of Bangladesh Air Force crashed in Sreemangal whilst carrying Kuwaiti delegates. The Kuwaiti delegates have been identified as Kuwait Armed Forces Chief of Staff Lt Gen Mohammad Al-Khuder and Kuwait Naval Forces Commander Maj Gen Khalid Mahmud Abdullah. Everyone were rescued alive.

 * On 3 April 2018, an Mi-17 transport helicopter of the Indian Air Force crashed in Kedarnath. All the people onboard survived. Indian Air Force has ordered an inquiry into the crash.
 * On 11 June 2018, a Mi-17 of the Bulgarian Air Force crashed at Plovdiv Airport, Bulgaria, killing two on board.
 * On 27 February 2019, a Mi-17 of the Indian Air Force crashed in Budgam, Jammu and Kashmir, killing six onboard and one civilian on the ground. Locals on the ground claim that they had heard a huge explosion and saw the helicopter break into two parts before crash. Later investigation have shown that the helicopter was shot down as result of friendly fire when a SPYDER Indian air defense system fired a missile which hit Mi-17 helicopter, killing everyone aboard.
 * On 13 May 2019, a People's Liberation Army Mi-171 transport belonging to the Tibet Military District crashed in Qinling in Shaanxi Province, killing 6 crew.
 * On 8 January 2020, an Afghan National Army Mi-17 crashed shortly after takeoff in Gardiz, Paktia province. It was later destroyed on the ground by Afghan Security forces.
 * On 11 February 2020, a Syrian Air Force Mi-17 utility helicopter was shot down by Turkish-backed rebel forces using an American designed MANPADS over Al-Nayrab, killing everyone aboard. A second Mi-17 of the Syrian Army was shot down in Idlib under similar circumstances, killing all crew, on 14 February 2020.
 * On 6 March 2020, a Myanmar Air Force Mi-17 crashed shortly after takeoff near Kaungkha Village, Kutkai Township.
 * On 6 June 2020, an Indonesian Army Mi-17 helicopter crashed in Kendal Regency, killing 4 onboard and 5 personnels survived.
 * On 7 July 2020, a Peruvian Air Force Mi-17-1V crashed in a river in the Amazonas. Seven occupants died in the crash; four crew members and three civilian passengers.
 * On 13 October 2020, a pair of Afghan National Army Air Corps Mi-17s collided with one another in mid-air in the Nawa-i-Barakzayi district, Helmand province. 9 were killed.
 * On 10 November 2020, a Mi-17 of the Afghan National Army Air Corps crashed on takeoff at Hisarak district, Nangarhar province.
 * On 18 March 2021, a Mi-17 helicopter of the Afghan Army was shot down by a local anti-taliban militia led by ethnic warlord Abdul Ghani Alipur in the Behsud district of Maidan Wardak. Nine members of the Afghan security forces died in the incident. Two days later a video appeared, showing the helicopter being hit while increasing altitude just after unloading troops and cargo. A missile hits the helicopter, clipping the tail boom, with the helicopter spinning out of control and crashing. The missile was claimed to be a "laser-guided weapon".
 * On 24 June 2021, a Kenyan military aircraft identified as a Mi-17 crashed in Kajiado county and went up in flames.
 * On 25 August 2021, a Mi-17 of the Mexican Navy crashed in Agua Blanca de Iturbide. Four people injured were reported.
 * On 30 November 2021, a Mi-17 of the State Border Service of Azerbaijan crashed in Khizi District causing the death of 14 military personnel and injuring 2 occupants.
 * On 8 December 2021, an Indian Air Force Mi-17V-5 carrying 13 defence personnel including Chief of Defence Staff General Bipin Rawat and his wife, Madhulika Rawat, crashed near Coonoor, Tamil Nadu while flying towards Wellington from Sulur Air Force Station. 13 of the 14 onboard died in the crash, including General Bipin Rawat and his spouse. The sole survivor of the crash, Group Captain Varun Singh died from his injuries seven days later.
 * On 26 April 2022, a Mi-17-1V of the Mexican Navy crashed in Mazatlán. Five marines injured were reported.
 * On 12 January 2024, a Sri Lanka Air Force Mi-17 helicopter, deployed for UN peacekeeping operations in the Central African Republic as part of MINUSCA, crash-landed northeast of Bria due to adverse weather conditions. The pilot and the four crew members emerged unharmed from the incident.
 * On 7 February 2024, an Algerian Air Force Mi-171 helicopter crashed near El Menia, killing all 3 crew.
 * On 29 April 2024, a Colombian Army Mi-17 crashed in Northern Colombia while carrying troops, killing all 9 on board.

title: Mil Mi-17