Predators and Prey
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DRGN Juno
AAAAAAAAAAAAAA -Sukhoi, 2020
Well, it's quiet again. So you know what that means - it’s probably about time we finished off Delta V, and our dive into supersonic travel. Mostly because it’s been weeks since I last looked at this. Part 1 is here, and Part 2 is here. Today’s tale concludes our trilogy with a story of cooperation, ambition, and the greatest failure ever to grace the skies.
It’s the one everyone remembers – The Concorde.
/https://public-media.si-cdn.com/filer/33/e6/33e63f2a-23fb-4d5e-90d8-f7f96c716d84/17a_fm2019_nasm-9a01587_live.jpg)
We know where the Concorde came from by now, since its development was copied nearly verbatim for the Tupolev Tu-144, and it spurred on the development of the Boeing 2707. Without a space program, European countries wanted dominance in what was promising to be the next best market of supersonic air travel. The same studies, committees, and research that had gone into both of Concorde’s potential competitors invariably traced back to Concorde itself. It’s kind of like how Saint’s Row proclaims itself to be a “GTA killer,” or how Chevy’s half-baked Silverado special editions are “Raptor killers.” If you have to announce that your product is going to tackle an established product and be an <X> killer, you’ve already lost to <X>.
Anyway, we know the first studies for the Concorde emerged in the early 1950s. And frankly, there were plenty of moments where the project should have ended. The fact that the Concorde would live on to see commercial service is a bit of a miracle on its own. And the first problem was with the plane’s most notable trait – its massive, imposing delta planform wings.
We’ll take an example from one of the Eastern Bloc’s manufacturers. The Tupolev Tu-114, holder of the title of world’s fastest turboprop ever built, actually started life as the Tu-95 bomber. At the request of Soviet Chairman Nikita Khrushchev, the bomber was modified to become a VIP transport first, then a long-range airliner. This change called for a larger, heavier body, and low-mounted wings.
A Tu-114 (top) vs a Tu-95 (bottom) - note the revised wing placement
Not a problem. After all, weight and balance shifts during development. And to keep the aircraft’s center of pressure in line with its center of gravity, the wings could be shifted fore or aft keep the plane balanced.
Note: Center of pressure is the point at which lift acts, similar to how the overall force of gravity can be summed up as acting on a single point we call the center of gravity.
But what do you do when the wings take up the entire length of the body? Well, the wing has to be trimmed, and the plane built around the wing, so to speak. And this was the first technical milestone of the Concorde. In 1965, NASA modified a Douglas F5D to use what was called an “ogee” planform, using sweeping, curved leading edges. The prevailing double delta and slender delta designs at the time didn’t offer the low speed handling characteristics that this new ogee planform did, and it became the Concorde’s first hallmark. With improved low-speed handling came smoother flight, and improved comfort during takeoff and landing.
The prevailing delta design of the time, a "double delta" as shown on the Saab 35 Draken, with two linear leading edge angles, or two triangles overlapping
The NASA F5D, showing its curved (ogee) planform wings
But the Brits weren’t alone in wanting a supersonic transport. And by the time talks were getting serious, we already had another problem. Remember the A300? If not, go here for a recap. European aviation manufacturing was severely fragmented. And in Britain alone, at least 16 different manufacturers existed, competing with one another for a highly saturated market. Meanwhile, France was struggling with three competing domestic manufacturers of their own. And manufacturer Sud Aviation was even taking precautions to deliberately limit their range to a medium-duty aircraft so that they wouldn’t step on the toes of the Boeing 2707.
However, Sud Aviation was a company with just about zero supersonic experience. Their fastest project, the 4050 Vatour fighter jet, was only capable of Mach 0.9. So in the early 1960s, Sud Aviation was sent to the UK to meet with British manufacturer Bristol. The two manufacturers discussed their SST plans in the hopes of an eventual partnership and were surprised to learn that they had both arrived at roughly the same design. This turned out to be intentional, and the result of a bit of political string pulling. The British government had already realized they couldn’t do this alone and were already busy consolidating their dozens of manufacturers into larger, unified companies. In order to bring the French up to speed, papers from the Supersonic Transport Aircraft Committee (STAC) that were originally classified "for British eyes only" were sent to Sud Aviation.
Despite Bristol (which became the British Aerospace Company, or BAC in 1959) and Sud Aviation getting along pretty well, Parliament wasn’t convinced. At the time, development was expected to cost £150 M (about £350 Bn today). Immediately, that figure was dismissed, and the project was laughed out of Parliament. The industry was (and still is) defined by meteoric cost overruns, and exactly zero cabinet members took the estimate seriously. Nobody was willing to listen, and the Concorde’s name seemed to be planted firmly next to the Boeing 2707’s spot in the history books, with a little label reading DOA.
But the prevailing political situation in Europe would throw the project a lifeline. At about this time, the UK was itching to be a part of the emerging European Common Market, at the time headed by the French. It was the proto-EU and promised to provide peace and prosperity by unity, rather than by Gulag. But because of the UK’s heavy dependence on the US, the French were skeptical. Could the Brits be trusted as a member of this new European Union? The UK certainly believed they could. And on November 29, 1962, a British-proposed treaty was signed between France and the UK. To win the favour of the French, the Brits made the treaty terms very favourable to the French government, promising significant penalties if they decided to back out.
Remember the days before Brexit? Pepperidge Farm remembers.
The 1962 signing of the Anglo-French Concorde treaty
One benefit of being Anglo-French in origin was the name Concorde. The French concorde has a similar meaning to the English concord – harmony, and agreement. A fitting name for the treaty that would eventually form Airbus Industrie. It wasn’t all smooth sailing and roses, though. Sud Aviation had wanted a shorter-range variant all along, while BAC wanted a transatlantic record setter. Eventually, both companies found exactly zero customer interest in a short-range supersonic airliner, allowing both companies to focus on the longer-range variant.
It’s the one everyone remembers – The Concorde.
We know where the Concorde came from by now, since its development was copied nearly verbatim for the Tupolev Tu-144, and it spurred on the development of the Boeing 2707. Without a space program, European countries wanted dominance in what was promising to be the next best market of supersonic air travel. The same studies, committees, and research that had gone into both of Concorde’s potential competitors invariably traced back to Concorde itself. It’s kind of like how Saint’s Row proclaims itself to be a “GTA killer,” or how Chevy’s half-baked Silverado special editions are “Raptor killers.” If you have to announce that your product is going to tackle an established product and be an <X> killer, you’ve already lost to <X>.
Anyway, we know the first studies for the Concorde emerged in the early 1950s. And frankly, there were plenty of moments where the project should have ended. The fact that the Concorde would live on to see commercial service is a bit of a miracle on its own. And the first problem was with the plane’s most notable trait – its massive, imposing delta planform wings.
We’ll take an example from one of the Eastern Bloc’s manufacturers. The Tupolev Tu-114, holder of the title of world’s fastest turboprop ever built, actually started life as the Tu-95 bomber. At the request of Soviet Chairman Nikita Khrushchev, the bomber was modified to become a VIP transport first, then a long-range airliner. This change called for a larger, heavier body, and low-mounted wings.
A Tu-114 (top) vs a Tu-95 (bottom) - note the revised wing placement
Not a problem. After all, weight and balance shifts during development. And to keep the aircraft’s center of pressure in line with its center of gravity, the wings could be shifted fore or aft keep the plane balanced.
Note: Center of pressure is the point at which lift acts, similar to how the overall force of gravity can be summed up as acting on a single point we call the center of gravity.
But what do you do when the wings take up the entire length of the body? Well, the wing has to be trimmed, and the plane built around the wing, so to speak. And this was the first technical milestone of the Concorde. In 1965, NASA modified a Douglas F5D to use what was called an “ogee” planform, using sweeping, curved leading edges. The prevailing double delta and slender delta designs at the time didn’t offer the low speed handling characteristics that this new ogee planform did, and it became the Concorde’s first hallmark. With improved low-speed handling came smoother flight, and improved comfort during takeoff and landing.
The prevailing delta design of the time, a "double delta" as shown on the Saab 35 Draken, with two linear leading edge angles, or two triangles overlapping
The NASA F5D, showing its curved (ogee) planform wings
But the Brits weren’t alone in wanting a supersonic transport. And by the time talks were getting serious, we already had another problem. Remember the A300? If not, go here for a recap. European aviation manufacturing was severely fragmented. And in Britain alone, at least 16 different manufacturers existed, competing with one another for a highly saturated market. Meanwhile, France was struggling with three competing domestic manufacturers of their own. And manufacturer Sud Aviation was even taking precautions to deliberately limit their range to a medium-duty aircraft so that they wouldn’t step on the toes of the Boeing 2707.
However, Sud Aviation was a company with just about zero supersonic experience. Their fastest project, the 4050 Vatour fighter jet, was only capable of Mach 0.9. So in the early 1960s, Sud Aviation was sent to the UK to meet with British manufacturer Bristol. The two manufacturers discussed their SST plans in the hopes of an eventual partnership and were surprised to learn that they had both arrived at roughly the same design. This turned out to be intentional, and the result of a bit of political string pulling. The British government had already realized they couldn’t do this alone and were already busy consolidating their dozens of manufacturers into larger, unified companies. In order to bring the French up to speed, papers from the Supersonic Transport Aircraft Committee (STAC) that were originally classified "for British eyes only" were sent to Sud Aviation.
Despite Bristol (which became the British Aerospace Company, or BAC in 1959) and Sud Aviation getting along pretty well, Parliament wasn’t convinced. At the time, development was expected to cost £150 M (about £350 Bn today). Immediately, that figure was dismissed, and the project was laughed out of Parliament. The industry was (and still is) defined by meteoric cost overruns, and exactly zero cabinet members took the estimate seriously. Nobody was willing to listen, and the Concorde’s name seemed to be planted firmly next to the Boeing 2707’s spot in the history books, with a little label reading DOA.
But the prevailing political situation in Europe would throw the project a lifeline. At about this time, the UK was itching to be a part of the emerging European Common Market, at the time headed by the French. It was the proto-EU and promised to provide peace and prosperity by unity, rather than by Gulag. But because of the UK’s heavy dependence on the US, the French were skeptical. Could the Brits be trusted as a member of this new European Union? The UK certainly believed they could. And on November 29, 1962, a British-proposed treaty was signed between France and the UK. To win the favour of the French, the Brits made the treaty terms very favourable to the French government, promising significant penalties if they decided to back out.
Remember the days before Brexit? Pepperidge Farm remembers.
The 1962 signing of the Anglo-French Concorde treaty
One benefit of being Anglo-French in origin was the name Concorde. The French concorde has a similar meaning to the English concord – harmony, and agreement. A fitting name for the treaty that would eventually form Airbus Industrie. It wasn’t all smooth sailing and roses, though. Sud Aviation had wanted a shorter-range variant all along, while BAC wanted a transatlantic record setter. Eventually, both companies found exactly zero customer interest in a short-range supersonic airliner, allowing both companies to focus on the longer-range variant.
Last edited:
DRGN Juno
AAAAAAAAAAAAAA -Sukhoi, 2020
While costs were largely attributed as the ultimate killer of the Concorde, another issue that cropped up as the plane approached readiness was the timing. While Concorde would fly by the end of the 1960s, the world was heading into a recession, followed by the oil crisis. And all of this, while development costs continued to multiply. As the break even point climbed into hundreds of aircraft sold just to recoup costs, orders plateaued at just 74 units. And by the time Concorde was ready to enter service in 1976, nearly all of those orders had been cancelled, leaving just BOAC and Air France. Even the most enthusiastic customers couldn’t see the point anymore. Despite the new 747 being more expensive to operate than narrow body aircraft of the era, it was still a lower risk option cost-wise than Concorde could ever be. And while Concorde would enter service and enjoy a moderately successful flying career, it was already the beginning of the end.
A landing Concorde prototype, displaying the characteristic droop nose
Before things get too dismal, there’s a reason everyone remembers the Concorde. Despite its flawed premise, it was the most advanced aircraft made at the time. And many of the technologies pioneered on the Concorde live on in aircraft today. Some were obviously limited to Concorde because of its unique nature, like the droop nose for better ground visibility, or the advanced inlet controls that allowed for an engine state called supercruise – allowing the plane to maintain supersonic without the use of fuel-sapping afterburners. But Concorde also pioneered technologies like the first use of fly-by-wire, FADEC*, and fuel-shift trim**. The monstrous Rolls-Royce Olympus engines were pulled straight off of the Avro Vulcan and refined in conjunction with France’s SNECMA, not only being powerful and durable, but also the most efficient engines ever produced at the time.
*Full-Authority Digital Engine Control
**Movement of fuel fore and aft within the wings to maintain balance, vs the normal method of slightly adjusting control surfaces to provide the same effect
An old Rolex ad from before Pan Am withdrew their order, solidifying the Concorde's status as a prestigious aircraft
But the Concorde was born into a world left behind by a plane that never existed. By 1973, the US had banned all civilian supersonic travel within domestic airspace thanks to testing done during the development of the Boeing 2707. This didn’t stop the Concorde’s crowning achievement of a 3-hour transatlantic crossing, but the case against a supersonic transport was building by the day. To make the most of its limitations, Concorde was marketed as a symbol of luxury and exclusivity, and it would serve as the flagship on routes from JFK International in New York to Paris and London, a far more prestigious service than Moscow to somewhere in Kazakhstan.
A later, updated British Airways Concorde interior, with plush seats and an emphasis on luxury service
But a single route, even in high demand like New York to London, wasn’t enough to sustain the program, and the Concorde always operated as a halo service. Attempts to expand to other destinations would see mixed success – a New York to Mexico City route would be peppered with acceleration and deceleration as Concorde passed in and out of US airspace, while a service from London to Singapore would be cancelled and reinstated repeatedly due to noise concerns from various countries, leading to Singapore Airlines backing out of their lease. Concorde’s service capacity always seemed to be capped.
Even so, it would eventually become profitable for a little while. Towards the end of Concorde’s life, British Airways (formerly the British Overseas Airways Corporation, or BOAC) began charging higher ticket prices in the 1980s. The bump in prices was driven by consumer perceptions that Concorde prices were higher than they actually were, so BA sneakily upped their prices to match consumer expectations. And because of Concorde’s luxurious image, they were able to sell these inflated tickets, operating at a profit for the remainder of Concorde’s lifespan. Concorde would hold this niche, operating reliably into the new millennium.
Then, Air France 4590 (T/N F-BTSC) crashed in Paris on July 25, 2000. A high-speed tire blowout on takeoff sent rubber shrapnel into underside of the plane’s left wing, rupturing the tank and damaging several electrical systems housed in the area of impact. The combination of landing gear drag, loss of left wing control surfaces, loss of engine power, and disintegrating wing caused the plane to level out and bank left towards Gonesse, staying airborne for just around two minutes, bleeding off speed before stalling and crashing into a hotel, killing 109 plus 4 on the ground. In 27 years of operation, it would be the only fatal accident involving a Concorde.
The second-last known capture of F-BTSC
The investigation into Air France 4590 brought the safety of the Concorde into question. The Concorde was found to have a tire failure rate nearly 30% over aircraft of comparable capacity, with nearly 70 preceding incidents identified that could have ended the same as the fated Air France flight. In light of the accident, reinforcements were made to Concorde’s fuel tanks, tires, and electronics. And a publicity flight a year later would be broadcast on live TV, showing the world that Concorde was safe and ready to fly again. But once again, timing would prove to be the Concorde’s undoing.
Following the publicity flight, the Concorde was recertified by the British and French just a couple of months later. The first Concorde to return to New York departed London packed to capacity with BA employees. After a routine 3-hour flight, it would arrive at JFK International Airport on September 11, 2001, shortly after American 11 hit the north tower of the World Trade Center. The grounding was immediate, with US civil airspace shutting down for nearly a week. But when service resumed and the world tried to soldier on with life in this new era, confidence in air travel and airport security was shaken. And when Concorde finally resumed service on November of that year, it would be flying nearly empty. And with parts supplies drying up, Airbus announced they would be ceasing maintenance support for the airliner. Facing age and ever-increasing maintenance costs, British Airways and Air France collectively retired their remaining Concordes in 2003, concluding with a world tour that saw the 13 survivors distributed to museums around the world.
Concorde G-BOAD, as it's unloaded at its final resting place at the Intrepid Air and Space Museum in New York City
The Concorde was in all rights a commercial failure, and it’s not inaccurate to say the project was doomed from the start. But measuring the Concorde as just another commercial aircraft is kind of missing the point. We have to remember what the Concorde meant, and the legacy it left on aviation as an industry. It was the first hint of the future of Airbus Industrie, one of the greatest unity projects ever undertaken by the European Union. It was the most advanced aircraft of the time, pioneering several technologies that remain commonplace today. Despite having no successor, the Concorde will always have a special place in the hearts and minds of the only two countries to make supersonic travel a successful, albeit brief reality.
A landing Concorde prototype, displaying the characteristic droop nose
Before things get too dismal, there’s a reason everyone remembers the Concorde. Despite its flawed premise, it was the most advanced aircraft made at the time. And many of the technologies pioneered on the Concorde live on in aircraft today. Some were obviously limited to Concorde because of its unique nature, like the droop nose for better ground visibility, or the advanced inlet controls that allowed for an engine state called supercruise – allowing the plane to maintain supersonic without the use of fuel-sapping afterburners. But Concorde also pioneered technologies like the first use of fly-by-wire, FADEC*, and fuel-shift trim**. The monstrous Rolls-Royce Olympus engines were pulled straight off of the Avro Vulcan and refined in conjunction with France’s SNECMA, not only being powerful and durable, but also the most efficient engines ever produced at the time.
*Full-Authority Digital Engine Control
**Movement of fuel fore and aft within the wings to maintain balance, vs the normal method of slightly adjusting control surfaces to provide the same effect
An old Rolex ad from before Pan Am withdrew their order, solidifying the Concorde's status as a prestigious aircraft
But the Concorde was born into a world left behind by a plane that never existed. By 1973, the US had banned all civilian supersonic travel within domestic airspace thanks to testing done during the development of the Boeing 2707. This didn’t stop the Concorde’s crowning achievement of a 3-hour transatlantic crossing, but the case against a supersonic transport was building by the day. To make the most of its limitations, Concorde was marketed as a symbol of luxury and exclusivity, and it would serve as the flagship on routes from JFK International in New York to Paris and London, a far more prestigious service than Moscow to somewhere in Kazakhstan.
A later, updated British Airways Concorde interior, with plush seats and an emphasis on luxury service
But a single route, even in high demand like New York to London, wasn’t enough to sustain the program, and the Concorde always operated as a halo service. Attempts to expand to other destinations would see mixed success – a New York to Mexico City route would be peppered with acceleration and deceleration as Concorde passed in and out of US airspace, while a service from London to Singapore would be cancelled and reinstated repeatedly due to noise concerns from various countries, leading to Singapore Airlines backing out of their lease. Concorde’s service capacity always seemed to be capped.
Even so, it would eventually become profitable for a little while. Towards the end of Concorde’s life, British Airways (formerly the British Overseas Airways Corporation, or BOAC) began charging higher ticket prices in the 1980s. The bump in prices was driven by consumer perceptions that Concorde prices were higher than they actually were, so BA sneakily upped their prices to match consumer expectations. And because of Concorde’s luxurious image, they were able to sell these inflated tickets, operating at a profit for the remainder of Concorde’s lifespan. Concorde would hold this niche, operating reliably into the new millennium.
Then, Air France 4590 (T/N F-BTSC) crashed in Paris on July 25, 2000. A high-speed tire blowout on takeoff sent rubber shrapnel into underside of the plane’s left wing, rupturing the tank and damaging several electrical systems housed in the area of impact. The combination of landing gear drag, loss of left wing control surfaces, loss of engine power, and disintegrating wing caused the plane to level out and bank left towards Gonesse, staying airborne for just around two minutes, bleeding off speed before stalling and crashing into a hotel, killing 109 plus 4 on the ground. In 27 years of operation, it would be the only fatal accident involving a Concorde.
The second-last known capture of F-BTSC
The investigation into Air France 4590 brought the safety of the Concorde into question. The Concorde was found to have a tire failure rate nearly 30% over aircraft of comparable capacity, with nearly 70 preceding incidents identified that could have ended the same as the fated Air France flight. In light of the accident, reinforcements were made to Concorde’s fuel tanks, tires, and electronics. And a publicity flight a year later would be broadcast on live TV, showing the world that Concorde was safe and ready to fly again. But once again, timing would prove to be the Concorde’s undoing.
Following the publicity flight, the Concorde was recertified by the British and French just a couple of months later. The first Concorde to return to New York departed London packed to capacity with BA employees. After a routine 3-hour flight, it would arrive at JFK International Airport on September 11, 2001, shortly after American 11 hit the north tower of the World Trade Center. The grounding was immediate, with US civil airspace shutting down for nearly a week. But when service resumed and the world tried to soldier on with life in this new era, confidence in air travel and airport security was shaken. And when Concorde finally resumed service on November of that year, it would be flying nearly empty. And with parts supplies drying up, Airbus announced they would be ceasing maintenance support for the airliner. Facing age and ever-increasing maintenance costs, British Airways and Air France collectively retired their remaining Concordes in 2003, concluding with a world tour that saw the 13 survivors distributed to museums around the world.
Concorde G-BOAD, as it's unloaded at its final resting place at the Intrepid Air and Space Museum in New York City
The Concorde was in all rights a commercial failure, and it’s not inaccurate to say the project was doomed from the start. But measuring the Concorde as just another commercial aircraft is kind of missing the point. We have to remember what the Concorde meant, and the legacy it left on aviation as an industry. It was the first hint of the future of Airbus Industrie, one of the greatest unity projects ever undertaken by the European Union. It was the most advanced aircraft of the time, pioneering several technologies that remain commonplace today. Despite having no successor, the Concorde will always have a special place in the hearts and minds of the only two countries to make supersonic travel a successful, albeit brief reality.
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Pygmepatl
Spotted Skunk
Thank you!Congratulations!
Ravofox
back to Aussie foxying!
Ah, that explains it!
Dawww, very cute!!!
What should I call my new doggo, fellas?
Hehehe!!! I actually think they can look pretty cute...sometimes
Well of course!!
HEHEHEHEHEHE!!!! It is!!!
Dawwww, that's very kind of you to say
*huggles*"hakuna matata"
Pumbaa!!!! *licks lips and pounces*
Like many other introverts in this thread, I'm quite used to mostly staying at home so i'm adjusting pretty well. I'm pretty frustrated though that I actually resolved at the end of the holidays to go out more and do stuff with rl friends during the semester...aaaaand this happens
. oh well, won't be forever.
Ravofox
back to Aussie foxying!
Grrrr!!! Don't you remember what I told you about kissing, tube ra...
oooh, i'm feeling funny...hehe....
FlannelFox
dem leggies
This may eventually prove to have a silver lining- I'm sure as this winds down, people will be itching to get out, and there'll be once-postponed events happening all over the place that could all be opportunities to go out with friends!Like many other introverts in this thread, I'm quite used to mostly staying at home so i'm adjusting pretty well. I'm pretty frustrated though that I actually resolved at the end of the holidays to go out more and do stuff with rl friends during the semester...aaaaand this happens
Simo
Professional Watermelon Farmer
Windy and rainy tonight, temps at about 40f, then, dropping to 24f tomorrow, rain changing to snow for at least a few inches, then, lows of 12f, before it heads back above freezing Monday.
Thus, am making a pot of Chili here, that perfect cool weather comfort food!
Using a sort-of-recipe I just have in my head, I have thus far:
-browned 1 lb. Bison (locally raised, Olson's)
with:
-2 cloves garlic, minced
-2 medium red onions, chopped
-1 jalapeño pepper, chopped
-dash crushed red pepper
-cumin to taste
& sauteed until onions are clear, and then added
-16 oz. diced tomatoes
-28 oz. whole tomatoes, gently broken up
-46 oz tomato juice
...and brought the whole to a boil, adding
-chili powder to taste
-dash of cinnamon
-wee pinch of allspice
-dash of molasses
& reduced slightly at a decent heat before adding:
-1 yellow pepper, chopped
-1 sweet red pepper, chopped
-1 serrano pepper, chopped
1 poblano pepper, chopped
& reduced heat to a simmer.
After an hour or so I'll add
-2 x 16 oz can Red Kidney Beans, rinsed
-2 x 16 oz can Black Beans, rinsed
(There are people who say you should never add beans to Chili. These people are wrong.)
An hour or so more of simmering, and yum, yum, yum! Though, the leftovers over the next days always taste even better. I like this because it's very rich and hearty, flavorful, high in protein and fiber, and has next to no fat. (I think the crackers one adds might have more fat.....and of course, cheese, if you like some of that on top)
*invites all, predator and prey alike for a taste*
Thus, am making a pot of Chili here, that perfect cool weather comfort food!
Using a sort-of-recipe I just have in my head, I have thus far:
-browned 1 lb. Bison (locally raised, Olson's)
with:
-2 cloves garlic, minced
-2 medium red onions, chopped
-1 jalapeño pepper, chopped
-dash crushed red pepper
-cumin to taste
& sauteed until onions are clear, and then added
-16 oz. diced tomatoes
-28 oz. whole tomatoes, gently broken up
-46 oz tomato juice
...and brought the whole to a boil, adding
-chili powder to taste
-dash of cinnamon
-wee pinch of allspice
-dash of molasses
& reduced slightly at a decent heat before adding:
-1 yellow pepper, chopped
-1 sweet red pepper, chopped
-1 serrano pepper, chopped
1 poblano pepper, chopped
& reduced heat to a simmer.
After an hour or so I'll add
-2 x 16 oz can Red Kidney Beans, rinsed
-2 x 16 oz can Black Beans, rinsed
(There are people who say you should never add beans to Chili. These people are wrong.)
An hour or so more of simmering, and yum, yum, yum! Though, the leftovers over the next days always taste even better. I like this because it's very rich and hearty, flavorful, high in protein and fiber, and has next to no fat. (I think the crackers one adds might have more fat.....and of course, cheese, if you like some of that on top)
*invites all, predator and prey alike for a taste*
DRGN Juno
AAAAAAAAAAAAAA -Sukhoi, 2020
This may eventually prove to have a silver lining- I'm sure as this winds down, people will be itching to get out, and there'll be once-postponed events happening all over the place that could all be opportunities to go out with friends!
I feel like we'll all be more cautious once it's over, so more of a gradual easing back into normal life. It'll still be nice, though.
Windy and rainy tonight, temps at about 40f, then, dropping to 24f tomorrow, rain changing to snow for at least a few inches, then, lows of 12f, before it heads back above freezing Monday.
Thus, am making a pot of Chili here, that perfect cool weather comfort food!
Using a sort-of-recipe I just have in my head, I have thus far:
-browned 1 lb. Bison (locally raised, Olson's)
with:
-2 cloves garlic, minced
-2 medium red onions, chopped
-1 jalapeño pepper, chopped
-dash crushed red pepper
-cumin to taste
& sauteed until onions are clear, and then added
-16 oz. diced tomatoes
-28 oz. whole tomatoes, gently broken up
-46 oz tomato juice
...and brought the whole to a boil, adding
-chili powder to taste
-dash of cinnamon
-wee pinch of allspice
-dash of molasses
& reduced slightly at a decent heat before adding:
-1 yellow pepper, chopped
-1 sweet red pepper, chopped
-1 serrano pepper, chopped
1 poblano pepper, chopped
& reduced heat to a simmer.
After an hour or so I'll add
-2 x 16 oz can Red Kidney Beans, rinsed
-2 x 16 oz can Black Beans, rinsed
(There are people who say you should never add beans to Chili. These people are wrong.)
An hour or so more of simmering, and yum, yum, yum! Though, the leftovers over the next days always taste even better. I like this because it's very rich and hearty, flavorful, high in protein and fiber, and has next to no fat. (I think the crackers one adds might have more fat.....and of course, cheese, if you like some of that on top)
*invites all, predator and prey alike for a taste*
I still haven't found a butcher nearby (in the Prairies, of all places) that carries bison. For shame, Saskatchewan.
Also, that sounds super delicious.
Yeah, what about? I forgot.
Ravofox
back to Aussie foxying!
This may eventually prove to have a silver lining- I'm sure as this winds down, people will be itching to get out, and there'll be once-postponed events happening all over the place that could all be opportunities to go out with friends!
Oooh, you're right!!
that's very true!!! thanks!! *hugs and gives tulips*Windy and rainy tonight, temps at about 40f, then, dropping to 24f tomorrow, rain changing to snow for at least a few inches, then, lows of 12f, before it heads back above freezing Monday.
Thus, am making a pot of Chili here, that perfect cool weather comfort food!
Using a sort-of-recipe I just have in my head, I have thus far:
-browned 1 lb. Bison (locally raised, Olson's)
with:
-2 cloves garlic, minced
-2 medium red onions, chopped
-1 jalapeño pepper, chopped
-dash crushed red pepper
-cumin to taste
& sauteed until onions are clear, and then added
-16 oz. diced tomatoes
-28 oz. whole tomatoes, gently broken up
-46 oz tomato juice
...and brought the whole to a boil, adding
-chili powder to taste
-dash of cinnamon
-wee pinch of allspice
-dash of molasses
& reduced slightly at a decent heat before adding:
-1 yellow pepper, chopped
-1 sweet red pepper, chopped
-1 serrano pepper, chopped
1 poblano pepper, chopped
& reduced heat to a simmer.
After an hour or so I'll add
-2 x 16 oz can Red Kidney Beans, rinsed
-2 x 16 oz can Black Beans, rinsed
(There are people who say you should never add beans to Chili. These people are wrong.)
An hour or so more of simmering, and yum, yum, yum! Though, the leftovers over the next days always taste even better. I like this because it's very rich and hearty, flavorful, high in protein and fiber, and has next to no fat. (I think the crackers one adds might have more fat.....and of course, cheese, if you like some of that on top)
*invites all, predator and prey alike for a taste*
Brrrr!!!! Hope things get warmer soon!
*hugs and gives tulips*
ooooooh, sounds real yum!!! thanks Simo!!!
Yeah, what about? I forgot.
I said don't kiss me or el....eeeeeeeek!!!!
*my ears and legs suddenly get considerably shorter and my tail goes from bushy to streamlined*
Pygmepatl
Spotted Skunk
*Hugs you really tightly*Dawwww, that's very kind of you to say
That is great! Never had it in my life, but I am sure it is delicious! Thank you!Windy and rainy tonight, temps at about 40f, then, dropping to 24f tomorrow, rain changing to snow for at least a few inches, then, lows of 12f, before it heads back above freezing Monday.
Thus, am making a pot of Chili here, that perfect cool weather comfort food!
Using a sort-of-recipe I just have in my head, I have thus far:
-browned 1 lb. Bison (locally raised, Olson's)
with:
-2 cloves garlic, minced
-2 medium red onions, chopped
-1 jalapeño pepper, chopped
-dash crushed red pepper
-cumin to taste
& sauteed until onions are clear, and then added
-16 oz. diced tomatoes
-28 oz. whole tomatoes, gently broken up
-46 oz tomato juice
...and brought the whole to a boil, adding
-chili powder to taste
-dash of cinnamon
-wee pinch of allspice
-dash of molasses
& reduced slightly at a decent heat before adding:
-1 yellow pepper, chopped
-1 sweet red pepper, chopped
-1 serrano pepper, chopped
1 poblano pepper, chopped
& reduced heat to a simmer.
After an hour or so I'll add
-2 x 16 oz can Red Kidney Beans, rinsed
-2 x 16 oz can Black Beans, rinsed
(There are people who say you should never add beans to Chili. These people are wrong.)
An hour or so more of simmering, and yum, yum, yum! Though, the leftovers over the next days always taste even better. I like this because it's very rich and hearty, flavorful, high in protein and fiber, and has next to no fat. (I think the crackers one adds might have more fat.....and of course, cheese, if you like some of that on top)
*invites all, predator and prey alike for a taste*
FlannelFox
dem leggies
Trying to feed prey bison huh? Such an innocent skunk!Windy and rainy tonight, temps at about 40f, then, dropping to 24f tomorrow, rain changing to snow for at least a few inches, then, lows of 12f, before it heads back above freezing Monday.
Thus, am making a pot of Chili here, that perfect cool weather comfort food!
Using a sort-of-recipe I just have in my head, I have thus far:
-browned 1 lb. Bison (locally raised, Olson's)
with:
-2 cloves garlic, minced
-2 medium red onions, chopped
-1 jalapeño pepper, chopped
-dash crushed red pepper
-cumin to taste
& sauteed until onions are clear, and then added
-16 oz. diced tomatoes
-28 oz. whole tomatoes, gently broken up
-46 oz tomato juice
...and brought the whole to a boil, adding
-chili powder to taste
-dash of cinnamon
-wee pinch of allspice
-dash of molasses
& reduced slightly at a decent heat before adding:
-1 yellow pepper, chopped
-1 sweet red pepper, chopped
-1 serrano pepper, chopped
1 poblano pepper, chopped
& reduced heat to a simmer.
After an hour or so I'll add
-2 x 16 oz can Red Kidney Beans, rinsed
-2 x 16 oz can Black Beans, rinsed
(There are people who say you should never add beans to Chili. These people are wrong.)
An hour or so more of simmering, and yum, yum, yum! Though, the leftovers over the next days always taste even better. I like this because it's very rich and hearty, flavorful, high in protein and fiber, and has next to no fat. (I think the crackers one adds might have more fat.....and of course, cheese, if you like some of that on top)
*invites all, predator and prey alike for a taste*
That's sounds really good, very good when eaten while wrapped up in cozy weather! Maybe with hot chocolate afterwards ^^
I stirfried veggies with cider vinegar, hippie soy sauce and a bloop of almond butter and put that over quinoa. It was a happy thing :3
Yay, I finally got some tulipsOooh, you're right!!
*Hugs (whatever it is you've turned into!)*
(Also, Woo! Post 1000!)
Ravofox
back to Aussie foxying!
Wait, wait, it's not finished!!!
*My face becomes short and pointed and my body becomes slim and lithe*
Anyone want to buy a car?
Dawww!!! that's really lovely!!!!
It's great how much respect people are showing for medical personnel
Pygmepatl
Spotted Skunk
He is being a good skunk!
Simo
Professional Watermelon Farmer
Aw, thanks! That is odd; seems like there might be one; might take exploring a few farmer's markets. There's also a brand in the US that gets decent national distribution called Great Range, I think it's from Montana?
Here is a place in Quill Creek, Saskatchewan: (not sure how close)
www.quillcreek.ca: Wholesale Bison Meat - Retail Bison Meat
Izzy4895
Diaper Fox
Wait, wait, it's not finished!!!
*My face becomes short and pointed and my body becomes slim and lithe*
Anyone want to buy a car?
Dawww!!! that's really lovely!!!!
It's great how much respect people are showing for medical personnel
Why is there a used Voltage Vixens service van for sale on the car lot?
Breyo
Professional Nibbler
Well, crap! I can't eat that, sadly, but I'm sure it would taste good for you lucky omnivores and carnivores! Enjoy itWindy and rainy tonight, temps at about 40f, then, dropping to 24f tomorrow, rain changing to snow for at least a few inches, then, lows of 12f, before it heads back above freezing Monday.
Thus, am making a pot of Chili here, that perfect cool weather comfort food!
Using a sort-of-recipe I just have in my head, I have thus far:
-browned 1 lb. Bison (locally raised, Olson's)
with:
-2 cloves garlic, minced
-2 medium red onions, chopped
-1 jalapeño pepper, chopped
-dash crushed red pepper
-cumin to taste
& sauteed until onions are clear, and then added
-16 oz. diced tomatoes
-28 oz. whole tomatoes, gently broken up
-46 oz tomato juice
...and brought the whole to a boil, adding
-chili powder to taste
-dash of cinnamon
-wee pinch of allspice
-dash of molasses
& reduced slightly at a decent heat before adding:
-1 yellow pepper, chopped
-1 sweet red pepper, chopped
-1 serrano pepper, chopped
1 poblano pepper, chopped
& reduced heat to a simmer.
After an hour or so I'll add
-2 x 16 oz can Red Kidney Beans, rinsed
-2 x 16 oz can Black Beans, rinsed
(There are people who say you should never add beans to Chili. These people are wrong.)
An hour or so more of simmering, and yum, yum, yum! Though, the leftovers over the next days always taste even better. I like this because it's very rich and hearty, flavorful, high in protein and fiber, and has next to no fat. (I think the crackers one adds might have more fat.....and of course, cheese, if you like some of that on top)
*invites all, predator and prey alike for a taste*
Simo
Professional Watermelon Farmer
*Announces a buy one, get one free sale on all 12-packs of Fizzy Izzy™ Soda, this week at Savings Skunk*
Ravofox
back to Aussie foxying!
Trying to feed prey bison huh? Such an innocent skunk!
That's sounds really good, very good when eaten while wrapped up in cozy weather! Maybe with hot chocolate afterwards ^^
I stirfried veggies with cider vinegar, hippie soy sauce and a bloop of almond butter and put that over quinoa. It was a happy thing :3
Yay, I finally got some tulips
*Hugs (whatever it is you've turned into!)*
(Also, Woo! Post 1000!)
You're welcome
*hugs back*
oooooh, congrats!!!
Just buy something, will ya?!
*tries to outsmart you on haggling prices*Wait, wait, it's not finished!!!
*My face becomes short and pointed and my body becomes slim and lithe*
Anyone want to buy a car?