Biomechanics of bird flight

Evolution of avian flight: muscles and constraints on performance

Competing hypotheses about evolutionary origins of flight are the 'fundamental wing-stroke' and 'directed aerial descent' hypotheses. Support for the fundamental wing-stroke hypothesis is that extant birds use flapping of their wings to climb even before they are able to fly; there are no reported examples of incrementally increasing use of wing movements in gliding transitioning to flapping. An open question is whether locomotor styles must evolve initially for efficiency or if they might instead arrive due to efficacy. The proximal muscles of the avian wing output work and power for flight, and new research is exploring functions of the distal muscles in relation to dynamic changes in wing shape. It will be useful to test the relative contributions of the muscles of the forearm compared with inertial and aerodynamic loading of the wing upon dynamic morphing. Body size has dramatic effects upon flight performance. New research has revealed that mass-specific muscle power declines with increasing body mass among species. This explains the constraints associated with being large. Hummingbirds are the only species that can sustain hovering. Their ability to generate force, work and power appears to be limited by time for activation and deactivation within their wingbeats of high frequency. Most small birds use flap-bounding flight, and this flight style may offer an energetic advantage over continuous flapping during fast flight or during flight into a headwind. The use of flap-bounding during slow flight remains enigmatic. Flap-bounding birds do not appear to be constrained to use their primary flight muscles in a fixed manner. To improve understanding of the functional significance of flap-bounding, the energetic costs and the relative use of alternative styles by a given species in nature merit study.This article is part of the themed issue 'Moving in a moving medium: new perspectives on flight'.

Inspiration for wing design: how forelimb specialization enables active flight in modern vertebrates

Harnessing flight strategies refined by millions of years of evolution can help expedite the design of more efficient, manoeuvrable and robust flying robots. This review synthesizes recent advances and highlights remaining gaps in our understanding of how bird and bat wing adaptations enable effective flight. Included in this discussion is an evaluation of how current robotic analogues measure up to their biological sources of inspiration. Studies of vertebrate wings have revealed skeletal systems well suited for enduring the loads required during flight, but the mechanisms that drive coordinated motions between bones and connected integuments remain ill-described. Similarly, vertebrate flight muscles have adapted to sustain increased wing loading, but a lack of in vivo studies limits our understanding of specific muscular functions. Forelimb adaptations diverge at the integument level, but both bird feathers and bat membranes yield aerodynamic surfaces with a level of robustness unparalleled by engineered wings. These morphological adaptations enable a diverse range of kinematics tuned for different flight speeds and manoeuvres. By integrating vertebrate flight specializations-particularly those that enable greater robustness and adaptability-into the design and control of robotic wings, engineers can begin narrowing the wide margin that currently exists between flying robots and vertebrates. In turn, these robotic wings can help biologists create experiments that would be impossible in vivo.

Rules to fly by: pigeons navigating horizontal obstacles limit steering by selecting gaps most aligned to their flight direction

Flying animals must successfully contend with obstacles in their natural environments. Inspired by the robust manoeuvring abilities of flying animals, unmanned aerial systems are being developed and tested to improve flight control through cluttered environments. We previously examined steering strategies that pigeons adopt to fly through an array of vertical obstacles (VOs). Modelling VO flight guidance revealed that pigeons steer towards larger visual gaps when making fast steering decisions. In the present experiments, we recorded three-dimensional flight kinematics of pigeons as they flew through randomized arrays of horizontal obstacles (HOs). We found that pigeons still decelerated upon approach but flew faster through a denser array of HOs compared with the VO array previously tested. Pigeons exhibited limited steering and chose gaps between obstacles most aligned to their immediate flight direction, in contrast to VO navigation that favoured widest gap steering. In addition, pigeons navigated past the HOs with more variable and decreased wing stroke span and adjusted their wing stroke plane to reduce contact with the obstacles. Variability in wing extension, stroke plane and wing stroke path was greater during HO flight. Pigeons also exhibited pronounced head movements when negotiating HOs, which potentially serve a visual function. These head-bobbing-like movements were most pronounced in the horizontal (flight direction) and vertical directions, consistent with engaging motion vision mechanisms for obstacle detection. These results show that pigeons exhibit a keen kinesthetic sense of their body and wings in relation to obstacles. Together with aerodynamic flapping flight mechanics that favours vertical manoeuvring, pigeons are able to navigate HOs using simple rules, with remarkable success.

The influence of aspect ratio and stroke pattern on force generation of a bat-inspired membrane wing

Aspect ratio (AR) is one parameter used to predict the flight performance of a bat species based on wing shape. Bats with high AR wings are thought to have superior lift-to-drag ratios and are therefore predicted to be able to fly faster or to sustain longer flights. By contrast, bats with lower AR wings are usually thought to exhibit higher manoeuvrability. However, the half-span ARs of most bat wings fall into a narrow range of about 2.5-4.5. Furthermore, these predictions do not take into account the wide variation in flapping motion observed in bats. To examine the influence of different stroke patterns, we measured lift and drag of highly compliant membrane wings with different bat-relevant ARs. A two degrees of freedom shoulder joint allowed for independent control of flapping amplitude and wing sweep. We tested five models with the same variations of stroke patterns, flapping frequencies and wind speed velocities. Our results suggest that within the relatively small AR range of bat wings, AR has no clear effect on force generation. Instead, the generation of lift by our simple model mostly depends on wingbeat frequency, flapping amplitude and freestream velocity; drag is mostly affected by the flapping amplitude.

Characteristics of the alula in relation to wing and body size in the Laridae and Sternidae

The alula is a small structure present on the leading edge of bird wings and is known to enhance lift by creating a small vortex at its tip. Alula size vary among birds, but how this variation is associated with the function of the alula remains unclear. In this study, we investigated the relationship between the size and shape of the alula and the features of the wing in the Laridae and Sternidae. Laridae birds have generally longer wings and greater loadings than Sternidae birds. The two families differed in the relationships between body size or wing length and the size or shape of the alula. In the Laridae, the aspect ratio of the alula was smaller in the species that have relatively longer wings, but the pattern was opposite in the Sternidae. The aspect ratio of the alula was greater in the species that are relatively heavier in the Sternidae but not in the Laridae. Combined, these results suggest that the species with high loading potential and long wings exhibit long alula. We hypothesize that heavier species may benefit from having longer alula if they perform flights with higher attack angles than lighter species, as longer alula would better suppress flow separation at higher attack angles. Our results suggest that the size and shape of the alula can be explained in one allometric landscape defined by wing length and loading in these two closely related families of birds with similar wing shapes.

Flight feather attachment in rock pigeons (Columba livia): covert feathers and smooth muscle coordinate a morphing wing

Mechanisms for passively coordinating forelimb movements and flight feather abduction and adduction have been described separately from both in vivo and ex vivo studies. Skeletal coordination has been identified as a way for birds to simplify the neuromotor task of controlling flight stroke, but an understanding of the relationship between skeletal coordination and the coordination of the aerodynamic control surface (the flight feathers) has been slow to materialize. This break between the biomechanical and aerodynamic approaches - between skeletal kinematics and airfoil shape - has hindered the study of dynamic flight behaviors. Here I use dissection and histology to identify previously overlooked interconnections between musculoskeletal elements and flight feathers. Many of these structures are well-placed to directly link elements of the passive musculoskeletal coordination system with flight feather movements. Small bundles of smooth muscle form prominent connections between upper forearm coverts (deck feathers) and the ulna, as well as the majority of interconnections between major flight feathers of the hand. Abundant smooth muscle may play a role in efficient maintenance of folded wing posture, and may also provide an autonomically regulated means of tuning wing shape and aeroelastic behavior in flight. The pattern of muscular and ligamentous linkages of flight feathers to underlying muscle and bone may provide predictable passive guidance for the shape of the airfoil during flight stroke. The structures described here provide an anatomical touchstone for in vivo experimental tests of wing surface coordination in an extensively researched avian model species.

Aerodynamic consequences of wing morphing during emulated take-off and gliding in birds

Birds morph their wings during a single wingbeat, across flight speeds and among flight modes. Such morphing may allow them to maximize aerodynamic performance, but this assumption remains largely untested. We tested the aerodynamic performance of swept and extended wing postures of 13 raptor species in three families (Accipitridae, Falconidae and Strigidae) using a propeller model to emulate mid-downstroke of flapping during take-off and a wind tunnel to emulate gliding. Based on previous research, we hypothesized that (1) during flapping, wing posture would not affect maximum ratios of vertical and horizontal force coefficients (C_V:C_H), and that (2) extended wings would have higher maximum C_V:C_H when gliding. Contrary to each hypothesis, during flapping, extended wings had, on average, 31% higher maximum C_V:C_H ratios and 23% higher C_V than swept wings across all biologically relevant attack angles (α), and, during gliding, maximum C_V:C_H ratios were similar for the two postures. Swept wings had 11% higher C_V than extended wings in gliding flight, suggesting flow conditions around these flexed raptor wings may be different from those in previous studies of swifts (Apodidae). Phylogenetic affiliation was a poor predictor of wing performance, due in part to high intrafamilial variation. Mass was only significantly correlated with extended wing performance during gliding. We conclude that wing shape has a greater effect on force per unit wing area during flapping at low advance ratio, such as take-off, than during gliding.

Evolution of tail fork depth in genus Hirundo

A classic example of a sexually selected trait, the deep fork tail of the barn swallow Hirundo rustica is now claimed to have evolved and be maintained mainly via aerodynamic advantage rather than sexually selected advantage. However, this aerodynamic advantage hypothesis does not clarify which flight habits select for/against deep fork tails, causing diversity of tail fork depth in hirundines. Here, by focusing on the genus Hirundo, we investigated whether the large variation in tail fork depth could be explained by the differential flight habits. Using a phylogenetic comparative approach, we found that migrant species had deeper fork tails, but less colorful plumage, than the other species, indicating that migration favors a specific trait, deep fork tails. At the same time, tail fork depth but not plumage coloration decreased with increasing bill size – a proxy of prey size, suggesting that foraging on larger prey items favors shallower fork tails. Variation of tail fork depth in the genus Hirundo may be explained by differential flight habits, even without assuming sexual selection.

Effect of walking speed on the gait of king penguins: An accelerometric approach

Little is known about non-human bipedal gaits. This is probably due to the fact that most large animals are quadrupedal and that non-human bipedal animals are mostly birds, whose primary form of locomotion is flight. Very little research has been conducted on penguin pedestrian locomotion with the focus instead on their associated high energy expenditure. In animals, tri-axial accelerometers are frequently used to estimate physiological energy cost, as well as to define the behaviour pattern of a species, or the kinematics of swimming. In this study, we showed how an accelerometer-based technique could be used to determine the biomechanical characteristics of pedestrian locomotion. Eight king penguins, which represent the only family of birds to have an upright bipedal gait, were trained to walk on a treadmill. The trunk tri-axial accelerations were recorded while the bird was walking at four different speeds (1.0, 1.2, 1.4 and 1.6km/h), enabling the amplitude of dynamic body acceleration along the three axes (amplitude of DBAx, DBAy and DBAz), stride frequency, waddling and leaning amplitude, as well as the leaning angle to be defined. The magnitude of the measured variables showed a significant increase with increasing speed, apart from the backwards angle of lean, which decreased with increasing speed. The variability of the measured variables also showed a significant increase with speed apart from the DBAz amplitude, the waddling amplitude, and the leaning angle, where no significant effect of the walking speed was found. This paper is the first approach to describe 3D biomechanics with an accelerometer on wild animals, demonstrating the potential of this technique.

The biophysics of bird flight: functional relationships integrate aerodynamics, morphology, kinematics, muscles, and sensors

Bird flight is a remarkable adaptation that has allowed the approximately 10 000 extant species to colonize all terrestrial habitats on earth including high elevations, polar regions, distant islands, arid deserts, and many others. Birds exhibit numerous physiological and biomechanical adaptations for flight. Although bird flight is often studied at the level of aerodynamics, morphology, wingbeat kinematics, muscle activity, or sensory guidance independently, in reality these systems are naturally integrated. There has been an abundance of new studies in these mechanistic aspects of avian biology but comparatively less recent work on the physiological ecology of avian flight. Here we review research at the interface of the systems used in flight control and discuss several common themes. Modulation of aerodynamic forces to respond to different challenges is driven by three primary mechanisms: wing velocity about the shoulder, shape within the wing, and angle of attack. For birds that flap, the distinction between velocity and shape modulation synthesizes diverse studies in morphology, wing motion, and motor control. Recently developed tools for studying bird flight are influencing multiple areas of investigation, and in particular the role of sensory systems in flight control. How sensory information is transformed into motor commands in the avian brain remains, however, a largely unexplored frontier.

Rapid area change in pitch-up manoeuvres of small perching birds

Rapid pitch-up has been highlighted as a mechanism to generate large lift and drag during landing manoeuvres. However, pitching rates had not been measured previously in perching birds, and so the direct applicability of computations and experiments to observed behaviour was not known. We measure pitch rates in a small, wild bird (the black-capped chickadee; Poecile atricapillus), and show that these rates are within the parameter range used in experiments. Pitching rates were characterized by the shape change number, a metric comparing the rate of frontal area increase to acceleration. Black-capped chickadees increase the shape change number during perching in direct proportion to their total kinetic and potential energy at the start of the manoeuvre. The linear relationship between dissipated energy and shape change number is in accordance with a simple analytical model developed for two-dimensional pitching and decelerating airfoils. Black-capped chickadees use a wing pitch-up manoeuvre during perching to dissipate energy quickly while maintaining lift and drag through rapid area change. It is suggested that similar pitch-and-decelerate manoeuvres could be used to aid in the controlled, precise landings of small manoeuvrable air vehicles.

Analytical model and stability analysis of the leading edge spar of a passively morphing ornithopter wing

This paper presents the stability analysis of the leading edge spar of a flapping wing unmanned air vehicle with a compliant spine inserted in it. The compliant spine is a mechanism that was designed to be flexible during the upstroke and stiff during the downstroke. Inserting a variable stiffness mechanism into the leading edge spar affects its structural stability. The model for the spar-spine system was formulated in terms of the well-known Mathieu's equation, in which the compliant spine was modeled as a torsional spring with a sinusoidal stiffness function. Experimental data was used to validate the model and results show agreement within 11%. The structural stability of the leading edge spar-spine system was determined analytically and graphically using a phase plane plot and Strutt diagrams. Lastly, a torsional viscous damper was added to the leading edge spar-spine model to investigate the effect of damping on stability. Results show that for the un-damped case, the leading edge spar-spine response was stable and bounded; however, there were areas of instability that appear for a range of spine upstroke and downstroke stiffnesses. Results also show that there exist a damping ratio between 0.2 and 0.5, for which the leading edge spar-spine system was stable for all values of spine upstroke and downstroke stiffnesses.

Direct Evidence for Vision-based Control of Flight Speed in Budgerigars

We have investigated whether, and, if so, how birds use vision to regulate the speed of their flight. Budgerigars, Melopsittacus undulatus, were filmed in 3-D using high-speed video cameras as they flew along a 25 m tunnel in which stationary or moving vertically oriented black and white stripes were projected on the side walls. We found that the birds increased their flight speed when the stripes were moved in the birds’ flight direction, but decreased it only marginally when the stripes were moved in the opposite direction. The results provide the first direct evidence that Budgerigars use cues based on optic flow, to regulate their flight speed. However, unlike the situation in flying insects, it appears that the control of flight speed in Budgerigars is direction-specific. It does not rely solely on cues derived from optic flow, but may also be determined by energy constraints.

In vivo recording of aerodynamic force with an aerodynamic force platform: from drones to birds

Flapping wings enable flying animals and biomimetic robots to generate elevated aerodynamic forces. Measurements that demonstrate this capability are based on experiments with tethered robots and animals, and indirect force calculations based on measured kinematics or airflow during free flight. Remarkably, there exists no method to measure these forces directly during free flight. Such in vivo recordings in freely behaving animals are essential to better understand the precise aerodynamic function of their flapping wings, in particular during the downstroke versus upstroke. Here, we demonstrate a new aerodynamic force platform (AFP) for non-intrusive aerodynamic force measurement in freely flying animals and robots. The platform encloses the animal or object that generates fluid force with a physical control surface, which mechanically integrates the net aerodynamic force that is transferred to the earth. Using a straightforward analytical solution of the Navier-Stokes equation, we verified that the method is accurate. We subsequently validated the method with a quadcopter that is suspended in the AFP and generates unsteady thrust profiles. These independent measurements confirm that the AFP is indeed accurate. We demonstrate the effectiveness of the AFP by studying aerodynamic weight support of a freely flying bird in vivo. These measurements confirm earlier findings based on kinematics and flow measurements, which suggest that the avian downstroke, not the upstroke, is primarily responsible for body weight support during take-off and landing.

Pigeons trade efficiency for stability in response to level of challenge during confined flight

Individuals traversing challenging obstacles are faced with a decision: they can adopt traversal strategies that minimally disrupt their normal locomotion patterns or they can adopt strategies that substantially alter their gait, conferring new advantages and disadvantages. We flew pigeons (Columba livia) through an array of vertical obstacles in a flight arena, presenting them with this choice. The pigeons selected either a strategy involving only a slight pause in the normal wing beat cycle, or a wings-folded posture granting reduced efficiency but greater stability should a misjudgment lead to collision. The more stable but less efficient flight strategy was not used to traverse easy obstacles with wide gaps for passage but came to dominate the postures used as obstacle challenge increased with narrower gaps and there was a greater chance of a collision. These results indicate that birds weigh potential obstacle negotiation strategies and estimate task difficulty during locomotor pattern selection.

Automatic analysis and characterization of the hummingbird wings motion using dense optical flow features

A new method for automatic analysis and characterization of recorded hummingbird wing motion is proposed. The method starts by computing a multiscale dense optical flow field, which is used to segment the wings, i.e., pixels with larger velocities. Then, the kinematic and deformation of the wings were characterized as a temporal set of global and local measures: a global angular acceleration as a time function of each wing and a local acceleration profile that approximates the dynamics of the different wing segments. Additionally, the variance of the apparent velocity orientation estimates those wing foci with larger deformation. Finally a local measure of the orientation highlights those regions with maximal deformation. The approach was evaluated in a total of 91 flight cycles, captured using three different setups. The proposed measures follow the yaw turn hummingbird flight dynamics, with a strong correlation of all computed paths, reporting a standard deviation of [Formula: see text] and [Formula: see text] for the global angular acceleration and the global wing deformation respectively.

Kinematics and aerodynamics of avian upstrokes during slow flight

Slow flight is extremely energetically costly per unit time, yet highly important for takeoff and survival. However, at slow speeds it is presently thought that most birds do not produce beneficial aerodynamic forces during the entire wingbeat: instead they fold or flex their wings during upstroke, prompting the long-standing prediction that the upstroke produces trivial forces. There is increasing evidence that the upstroke contributes to force production, but the aerodynamic and kinematic mechanisms remain unknown. Here, we examine the wingbeat cycle of two species: the diamond dove (Geopelia cuneata) and zebra finch (Taeniopygia guttata), that exhibit different upstroke styles, a wingtip-reversal and flexed-wing upstroke, respectively. We used a combination of particle image velocimetry and near-wake streamline measures alongside detailed 3D-kinematics. We show during the middle of the wingtip-reversal upstroke, the hand-wing has a high angular velocity (15.3±0.8 deg/ms) and translational speed (8.4±0.6 m/s). The flexed-wing upstroke, in contrast, has low wingtip speed during mid-upstroke. Instead, later in the stroke cycle, during the transition from upstroke to downstroke, it exhibits higher angular velocities (45.5±13.8 deg/ms) and translational speeds (11.0±1.9 m/s). Aerodynamically, the wingtip-reversal upstroke imparts momentum to the wake, with entrained air shed backward (visible as circulation of 14.4±0.09 m2/s). In contrast, the flexed-wing upstroke imparts minimal momentum. Clap and peel in the dove enhances the time course for circulation production on the wings, and provides new evidence of convergent evolution on time-varying aerodynamic mechanisms during flapping in insects and birds.

Windscape and tortuosity shape the flight costs of northern gannets

When animals move across a landscape, they alternate between active searching phases in areas with high prey density and commuting phases towards and in-between profitable feeding patches. Such active searching movements are more sinuous than travelling movements, and supposedly more costly in energy. Here we provide an empirical validation of this long-lasting assumption. To this end, we evaluated simultaneously energy expenditure and trajectory in northern gannets (Morus bassanus) using GPS loggers, dive recorders and three-dimensional accelerometers. Three behavioural states were determined from GPS data: foraging, when birds actively searched for prey (high tortuosity, medium speed); travelling, when birds were commuting (straight trajectory, high speed); and resting (straight trajectory, low speed). Overall dynamic body acceleration, calculated from acceleration data, was used as a proxy for energy expenditure during flight. The impact of windscape characteristics (wind force and direction) upon flight costs was also tested. Energy expenditure of northern gannets was higher during sinuous foraging flight than during more rectilinear travelling flight, demonstrating that turns are indeed costly. Yet wind force and direction also strongly shaped flight energy expenditure; within any behavioural state it was less costly to fly with the wind than against it, and less costly to fly with strong winds. Despite the major flight costs of wind action, birds did not fully optimize their flight track relative to wind direction, probably because of prey distributions relative to the coastline and wind predictability. Our study illustrates how both tortuosity and windscape shape the foraging costs of marine predators such as northern gannets.

The mechanics and behavior of cliff swallows during tandem flights

Cliff swallows (Petrochelidon pyrrhonota) are highly maneuverable social birds that often forage and fly in large open spaces. Here we used multi-camera videography to measure the three-dimensional kinematics of their natural flight maneuvers in the field. Specifically, we collected data on tandem flights, defined as two birds maneuvering together. These data permit us to evaluate several hypotheses on the high-speed maneuvering flight performance of birds. We found that high-speed turns are roll-based, but that the magnitude of the centripetal force created in typical maneuvers varied only slightly with flight speed, typically reaching a peak of ~2 body weights. Turning maneuvers typically involved active flapping rather than gliding. In tandem flights the following bird copied the flight path and wingbeat frequency (~12.3 Hz) of the lead bird while maintaining position slightly above the leader. The lead bird turned in a direction away from the lateral position of the following bird 65% of the time on average. Tandem flights vary widely in instantaneous speed (1.0 to 15.6 m s(-1)) and duration (0.72 to 4.71 s), and no single tracking strategy appeared to explain the course taken by the following bird.

Intermittent locomotion as an optimal control strategy

Birds, fish and other animals routinely use unsteady effects to save energy by alternating between phases of active propulsion and passive coasting. Here, we construct a minimal model for such behaviour that can be couched as an optimal control problem via an analogy to travelling with a rechargeable battery. An analytical solution of the optimal control problem proves that intermittent locomotion has lower energy requirements relative to steady-state strategies. Additional realistic hypotheses, such as the assumption that metabolic cost at a given power should be minimal (the fixed gear hypothesis), a nonlinear dependence of the energy storage rate on propulsion and/or a preferred average speed, allow us to generalize the model and demonstrate the flexibility of intermittent locomotion with implications for biological and artificial systems.

Aerodynamics of the flying snake Chrysopelea paradisi: how a bluff body cross-sectional shape contributes to gliding performance

A prominent feature of gliding flight in snakes of the genus Chrysopelea is the unique cross-sectional shape of the body, which acts as the lifting surface in the absence of wings. When gliding, the flying snake Chrysopelea paradisi morphs its circular cross-section into a triangular shape by splaying its ribs and flattening its body in the dorsoventral axis, forming a geometry with fore–aft symmetry and a thick profile. Here, we aimed to understand the aerodynamic properties of the snake's cross-sectional shape to determine its contribution to gliding at low Reynolds numbers. We used a straight physical model in a water tunnel to isolate the effects of 2D shape, analogously to studying the profile of an airfoil of a more typical flyer. Force measurements and time-resolved (TR) digital particle image velocimetry (DPIV) were used to determine lift and drag coefficients, wake dynamics and vortex-shedding characteristics of the shape across a behaviorally relevant range of Reynolds numbers and angles of attack. The snake's cross-sectional shape produced a maximum lift coefficient of 1.9 and maximum lift-to-drag ratio of 2.7, maintained increases in lift up to 35 deg, and exhibited two distinctly different vortex-shedding modes. Within the measured Reynolds number regime (Re=3000–15,000), this geometry generated significantly larger maximum lift coefficients than many other shapes including bluff bodies, thick airfoils, symmetric airfoils and circular arc airfoils. In addition, the snake's shape exhibited a gentle stall region that maintained relatively high lift production even up to the highest angle of attack tested (60 deg). Overall, the cross-sectional geometry of the flying snake demonstrated robust aerodynamic behavior by maintaining significant lift production and near-maximum lift-to-drag ratios over a wide range of parameters. These aerodynamic characteristics help to explain how the snake can glide at steep angles and over a wide range of angles of attack, but more complex models that account for 3D effects and the dynamic movements of aerial undulation are required to fully understand the gliding performance of flying snakes.

Heart rate and estimated energy expenditure of flapping and gliding in black-browed albatrosses

Albatrosses are known to expend only a small amount of energy during flight. The low energy cost of albatross flight has been attributed to energy-efficient gliding (soaring) with sporadic flapping, although little is known about how much time and energy albatrosses expend in flapping versus gliding during cruising flight. Here, we examined the heart rates (used as an instantaneous index of energy expenditure) and flapping activities of free-ranging black-browed albatrosses (Thalassarche melanophrys) to estimate the energy cost of flapping as well as time spent in flapping activities. The heart rate of albatrosses during flight (144 beats min(-1)) was similar to that while sitting on the water (150 beats min(-1)). In contrast, heart rate was much higher during takeoff and landing (ca. 200 beats min(-1)). Heart rate during cruising flight was linearly correlated with the number of wing flaps per minute, suggesting an extra energy burden of flapping. Albatrosses spend only 4.6±1.4% of their time flapping during cruising flight, which was significantly lower than during and shortly after takeoff (9.8±3.5%). Flapping activity, which amounted to just 4.6% of the time in flight, accounted for 13.3% of the total energy expenditure during cruising flight. These results support the idea that albatrosses achieve energy-efficient flight by reducing the time spent in flapping activity, which is associated with high energy expenditure.

The skeleton flight apparatus of North American bluebirds (Sialia): phylogenetic thrushes or functional flycatchers?

To better understand ecological traits of organisms, one can study them from two, not necessarily mutually exclusive perspectives: how the traits evolved, and their current adaptive utility. In birds, foraging behavior and associated morphological traits generally are explained by a combination of adaptive and phylogenetic predictors. The avian skeleton and more specifically, the skeletal flight apparatus is under well-known functional and phylogenetic constraints. This is an interesting area to partition the relative contributions of adaptive correlated evolution and phylogenetic constraint to species clustering in morphological space. A prediction of convergent evolution is that nonphylogenetic morphological clustering is a characteristic of ecological similarity. We tested this using representatives of North American birds from two clades, one with a mixture of foraging modes (Turdid thrushes, solitaires, and bluebirds) and one with more canalized foraging behaviors (Tyrannid flycatchers). Nine characters on the skeletal flight apparatus from 19 species were used to characterize the morphological space and test for ecomorphological clustering. When body size and phylogeny are considered, the three bluebird species and Townsend's solitaire cluster with the ecologically similar flycatchers rather than with their phylogenetic close relatives. Furthermore, sit-and-wait foragers tend to exhibit relatively long distal elements and a long keel while active ground foragers have deeper keels and a longer humerus. Distal elements, expected to be relatively shorter and more bowed in the flycatchers and bluebirds, were actually longer and narrower. A reduction of distal element mass may be more important for facilitating maneuverability than surface area for insertion of wing-rotational musculature.

A coupled kinematics-energetics model for predicting energy efficient flapping flight

A new computational model based on an optimal power, wake-only aerodynamics method is presented to predict the interdependency of energetics and kinematics in bird and bat flight. The model is divided into offline, intermediate and online modules. In the offline module, a four-dimensional design space sweep is performed (lift, thrust, flapping amplitude and flapping frequency). In the intermediate stage, the physical characteristics of the animal are introduced (wing span, mass, wing area, aspect ratio, etc.), and a series of amplitude-frequency response surfaces are constructed for all viable flight speeds. In the online component, the amplitude-frequency response surfaces are mined for the specific flapping motions being considered. The method is applied to several biological examples including a medium sized fruit bat (Cynopterus brachyotis), and two birds: a thrush nightingale (Luscinia luscinia) and a budgerigar (Melopsittacus undulatus). For each of these animals, the power and kinematics predictions are compared with available experimental data. These examples demonstrate that this new method can reasonably predict animal flight energetics and kinematics.

Wind effects on bounding flight

The effects of the wind on the energy expenditure of bounding flight and on the travelling speed are dealt with. For this purpose, a mathematical model of bounding flight in moving air is developed. Introducing an appropriate non-dimensionalization, results and findings of generally valid nature are derived. It is shown that bounding flight yields a flight mechanical advantage in headwinds when compared with continuous flapping flight. This is because the minimum energy expenditure is lower and the associated travelling speed is higher. The body lift in the bound phase has an advantageous influence. The effects of tailwinds yield less differences between bounding flight and continuous flapping flight.

Upstroke wing flexion and the inertial cost of bat flight

Flying vertebrates change the shapes of their wings during the upstroke, thereby decreasing wing surface area and bringing the wings closer to the body than during downstroke. These, and other wing deformations, might reduce the inertial cost of the upstroke compared with what it would be if the wings remained fully extended. However, wing deformations themselves entail energetic costs that could exceed any inertial energy savings. Using a model that incorporates detailed three-dimensional wing kinematics, we estimated the inertial cost of flapping flight for six bat species spanning a 40-fold range of body masses. We estimate that folding and unfolding comprises roughly 44 per cent of the inertial cost, but that the total inertial cost is only approximately 65 per cent of what it would be if the wing remained extended and rigid throughout the wingbeat cycle. Folding and unfolding occurred mostly during the upstroke; hence, our model suggests inertial cost of the upstroke is not less than that of downstroke. The cost of accelerating the metacarpals and phalanges accounted for around 44 per cent of inertial costs, although those elements constitute only 12 per cent of wing weight. This highlights the energetic benefit afforded to bats by the decreased mineralization of the distal wing bones.

Transition from leg to wing forces during take-off in birds

Take-off mechanics are fundamental to the ecology and evolution of flying animals. Recent research reveals that initial take-off velocity in birds is driven mostly by hindlimbs forces. However, the contribution of the wings during the transition to air is unknown. To investigate this transition, we integrated measures of both leg and wing forces during take-off and the first three wingbeats in zebra finch (Taeniopygia guttata, 15g, N=7) and diamond dove (Geopelia cuneata, 50g, N=3). We measured ground-reaction forces produced by the hindlimbs using a perch mounted on a force-plate, whole body and wing kinematics using high-speed video, and aerodynamic forces using particle image velocimetry (PIV). Take-off performance was generally similar between species. When birds were perched, an acceleration peak produced by the legs contributed to 85±1% of the whole body resultant acceleration in finch and 77±6% in dove. At lift-off, coincident with the start of the first downstroke, the percentage of hindlimb contribution to initial flight velocity was 93.6±0.6% in finch and 95.2±0.4% in dove. In finch, the first wingbeat produced 57.9±3.4% of the lift created during subsequent wingbeats compared to 62.5±2.2% in dove. Advance ratios were < 0.5 in both species, even when taking self-convection of shed vortices into account, so it was likely that wing-wake interactions dominated aerodynamics during wingbeats 2 and 3. These results underscore the relatively low contribution of the wings to initial take-off, and reveal a novel transitional role for the first wingbeat in terms of force production.

Changes in wingstroke kinematics associated with a change in swimming speed in a pteropod mollusk, Clione limacina

In pteropod mollusks, the gastropod foot has evolved into two broad, wing-like structures that are rhythmically waved through the water for propulsion. The flexibility of the wings lends a tremendous range of motion, an advantage that could be exploited when changing locomotory speed. Here, we investigated the kinematic changes that take place during an increase in swimming speed in the pteropod mollusk Clione limacina. Clione demonstrates two distinct swim speeds: a nearly constant slow swimming behavior and a fast swimming behavior used for escape and hunting. The neural control of Clione's swimming is well documented, as are the neuromuscular changes that bring about Clione's fast swimming. This study examined the kinematics of this swimming behavior at the two speeds. High speed filming was used to obtain 3D data from individuals during both slow and fast swimming. Clione's swimming operates at a low Reynolds number, typically under 200. Within a given swimming speed, we found that wing kinematics are highly consistent from wingbeat to wingbeat, but differ between speeds. The transition to fast swimming sees a significant increase in wing velocity and angle of attack, and range of motion increases as the wings bend more during fast swimming. Clione likely uses a combination of drag-based and unsteady mechanisms for force production at both speeds. The neuromuscular control of Clione's speed change points to a two-gaited swimming behavior, and we consider the kinematic evidence for Clione's swim speeds being discrete gaits.

Pigeons steer like helicopters and generate down- and upstroke lift during low speed turns

Turning is crucial for animals, particularly during predator-prey interactions and to avoid obstacles. For flying animals, turning consists of changes in (i) flight trajectory, or path of travel, and (ii) body orientation, or 3D angular position. Changes in flight trajectory can only be achieved by modulating aerodynamic forces relative to gravity. How birds coordinate aerodynamic force production relative to changes in body orientation during turns is key to understanding the control strategies used in avian maneuvering flight. We hypothesized that pigeons produce aerodynamic forces in a uniform direction relative to their bodies, requiring changes in body orientation to redirect those forces to turn. Using detailed 3D kinematics and body mass distributions, we examined net aerodynamic forces and body orientations in slowly flying pigeons (Columba livia) executing level 90° turns. The net aerodynamic force averaged over the downstroke was maintained in a fixed direction relative to the body throughout the turn, even though the body orientation of the birds varied substantially. Early in the turn, changes in body orientation primarily redirected the downstroke aerodynamic force, affecting the bird's flight trajectory. Subsequently, the pigeon mainly reacquired the body orientation used in forward flight without affecting its flight trajectory. Surprisingly, the pigeon's upstroke generated aerodynamic forces that were approximately 50% of those generated during the downstroke, nearly matching the relative upstroke forces produced by hummingbirds. Thus, pigeons achieve low speed turns much like helicopters, by using whole-body rotations to alter the direction of aerodynamic force production to change their flight trajectory.

Sink and swim: kinematic evidence for lifting-body mechanisms in negatively buoyant electric rays Narcine brasiliensis

Unlike most batoid fishes, electric rays neither oscillate nor undulate their body disc to generate thrust. Instead they use body–caudal–fin (BCF) locomotion. In addition, these negatively buoyant rays perform unpowered glides as they sink in the water column. In combination, BCF swimming and unpowered gliding are opposite ends on a spectrum of swimming, and electric rays provide an appropriate study system for understanding how the performance of each mode is controlled hydrodynamically. We predicted that the dorso-ventrally flattened body disc generates lift during both BCF swimming and gliding. To test this prediction, we examined 10 neonate lesser electric rays, Narcine brasiliensis, as they swam and glided. From video, we tracked the motion of the body, disc, pelvic fins and tail. By correlating changes in the motions of those structures with swimming performance, we have kinematic evidence that supports the hypothesis that the body disc is generating lift. Most importantly, both the pitch of the body disc and the tail, along with undulatory frequency, interact to control horizontal swimming speed and Strouhal number during BCF swimming. During gliding, the pitch of the body disc and the tail also interact to control the speed on the glide path and the glide angle.

New modeling approach for bounding flight in birds

A new modeling approach is presented which accounts for the unsteady motion features and dynamics characteristics of bounding flight. For this purpose, a realistic mathematical model is developed to describe the flight dynamics of a bird with regard to a motion which comprises flapping and bound phases involving acceleration and deceleration as well as, simultaneously, pull-up and push-down maneuvers. Furthermore, a mathematical optimization method is used for determining that bounding flight mode which yields the minimum energy expenditure per range. Thus, it can be shown to what extent bounding flight is aerodynamically superior to continuous flapping flight, yielding a reduction in the energy expenditure in the speed range practically above the maximum range speed. Moreover, the role of the body lift for the efficiency of bounding flight is identified and quantified. Introducing an appropriate non-dimensionalization of the relations describing the bird's flight dynamics, results of generally valid nature are derived for the addressed items.

Incidental sounds of locomotion in animal cognition

The highly synchronized formations that characterize schooling in fish and the flight of certain bird groups have frequently been explained as reducing energy expenditure. I present an alternative, or complimentary, hypothesis that synchronization of group movements may improve hearing perception. Although incidental sounds produced as a by-product of locomotion (ISOL) will be an almost constant presence to most animals, the impact on perception and cognition has been little discussed. A consequence of ISOL may be masking of critical sound signals in the surroundings. Birds in flight may generate significant noise; some produce wing beats that are readily heard on the ground at some distance from the source. Synchronization of group movements might reduce auditory masking through periods of relative silence and facilitate auditory grouping processes. Respiratory locomotor coupling and intermittent flight may be other means of reducing masking and improving hearing perception. A distinct border between ISOL and communicative signals is difficult to delineate. ISOL seems to be used by schooling fish as an aid to staying in formation and avoiding collisions. Bird and bat flocks may use ISOL in an analogous way. ISOL and interaction with animal perception, cognition, and synchronized behavior provide an interesting area for future study.

Design and optimization strategies for muscle-like direct-drive linear permanent-magnet motors

We report a new approach to the design of direct-drive linear permanent-magnet motors for use in general-purpose robotic actuation, with particular attention to applications in bird-scale flapping-wing robots. We show a simple, quantitative analytical modeling framework for this class of actuators, and demonstrate inherent scaling properties that allow the production of motors with force densities and efficiencies comparable to those of biological muscles. We illustrate the effectiveness of our model with finite-element analysis and a comparison with commercially available motors, and discuss future plans for experimental validation. We show how this model leads to a set of practical design specifications for muscle-like motors, and examine the resulting trade-off between thermal management and motor fabrication complexity.

Whole-body kinematics of a fruit bat reveal the influence of wing inertia on body accelerations

The center of mass (COM) of a flying animal accelerates through space because of aerodynamic and gravitational forces. For vertebrates, changes in the position of a landmark on the body have been widely used to estimate net aerodynamic forces. The flapping of relatively massive wings, however, might induce inertial forces that cause markers on the body to move independently of the COM, thus making them unreliable indicators of aerodynamic force. We used high-speed three-dimensional kinematics from wind tunnel flights of four lesser dog-faced fruit bats, Cynopterus brachyotis, at speeds ranging from 2.4 to 7.8 m s–1 to construct a time-varying model of the mass distribution of the bats and to estimate changes in the position of their COM through time. We compared accelerations calculated by markers on the trunk with accelerations calculated from the estimated COM and we found significant inertial effects on both horizontal and vertical accelerations. We discuss the effect of these inertial accelerations on the long-held idea that, during slow flights, bats accelerate their COM forward during ‘tip-reversal upstrokes’, whereby the distal portion of the wing moves upward and backward with respect to still air. This idea has been supported by the observation that markers placed on the body accelerate forward during tip-reversal upstrokes. As in previously published studies, we observed that markers on the trunk accelerated forward during the tip-reversal upstrokes. When removing inertial effects, however, we found that the COM accelerated forward primarily during the downstroke. These results highlight the crucial importance of the incorporation of inertial effects of wing motion in the analysis of flapping flight.

Poor flight performance in deep-diving cormorants

Aerial flight and breath-hold diving present conflicting morphological and physiological demands, and hence diving seabirds capable of flight are expected to face evolutionary trade-offs regarding locomotory performances. We tested whether Kerguelen shags Phalacrocorax verrucosus, which are remarkable divers, have poor flight capability using newly developed tags that recorded their flight air speed (the first direct measurement for wild birds) with propeller sensors, flight duration, GPS position and depth during foraging trips. Flight air speed (mean 12.7 m s(-1)) was close to the speed that minimizes power requirement, rather than energy expenditure per distance, when existing aerodynamic models were applied. Flights were short (mean 92 s), with a mean summed duration of only 24 min day(-1). Shags sometimes stayed at the sea surface without diving between flights, even on the way back to the colony, and surface durations increased with the preceding flight durations; these observations suggest that shags rested after flights. Our results indicate that their flight performance is physiologically limited, presumably compromised by their great diving capability (max. depth 94 m, duration 306 s) through their morphological adaptations for diving, including large body mass (enabling a large oxygen store), small flight muscles (to allow for large leg muscles for underwater propulsion) and short wings (to decrease air volume in the feathers and hence buoyancy). The compromise between flight and diving, as well as the local bathymetry, shape the three-dimensional foraging range (<26 km horizontally, <94 m vertically) in this bottom-feeding cormorant.

Scaling of mechanical power output during burst escape flight in the Corvidae

Avian locomotor burst performance (e.g. acceleration, maneuverability) decreases with increasing body size and has significant implications for the survivorship, ecology and evolution of birds. However, the underlying mechanism of this scaling relationship has been elusive. The most cited mechanistic hypothesis posits that wingbeat frequency alone limits maximal muscular mass-specific power output. Because wingbeat frequency decreases with body size, it may explain the often-observed negative scaling of flight performance. To test this hypothesis we recorded in vivo muscular mechanical power from work-loop mechanics using surgically implanted sonomicrometry (measuring muscle length change) and strain gauges (measuring muscle force) in four species of Corvidae performing burst take-off and vertical escape flight. The scale relationships derived for the four species suggest that maximum muscle-mass-specific power scales slightly negatively with pectoralis muscle mass (M–0.18m, 95% CI: –0.42 to 0.05), but less than the scaling of wingbeat frequency (M–0.29m, 95% CI: –0.37 to –0.23). Mean muscle stress was independent of muscle mass (M–0.02m, 95% CI: –0.20 to 0.19), but total muscle strain (percent length change) scaled positively (M0.12m, 95% CI: 0.05 to 0.18), which is consistent with previous results from ground birds (Order Galliformes). These empirical results lend minimal support to the power-limiting hypothesis, but also suggest that muscle function changes with size to partially compensate for detrimental effects of size on power output, even within closely related species. Nevertheless, additional data for other taxa are needed to substantiate these scaling patterns.

Fluid–structure interaction simulation of an avian flight model

A three-dimensional numerical avian model was developed to investigate the unsteady and turbulent aerodynamic performance of flapping wings for varying wingbeat frequencies and flow velocities (up to 12 Hz and 9 m s–1), corresponding to a reduced frequency range of k=0.22 to k=1.0 and a Reynolds number range of Re=16,000 to Re=50,000. The wings of the bird-inspired model consist of an elastic membrane. Simplifying the complicated locomotion kinematics to a sinusoidal wing rotation about two axes, the main features of dynamic avian flight were approximated. Numerical simulation techniques of fluid–structure interaction (FSI) providing a fully resolved flow field were applied to calculate the aerodynamic performance of the flapping elastic wings with the Reynolds averaged Navier–Stokes (RANS) approach. The results were used to characterize and describe the macroscopic flow configurations in terms of starting, stopping, trailing and bound vortices. For high reduced frequencies up to k=0.67 it was shown that the wake does not consist of individual vortex rings known as the discrete vortex ring gait. Rather, the wake is dominated by a chain of elliptical vortex rings on each wing. The structures are interlocked at the starting and stopping vortices, which are shed in pairs at the reversal points of the wingbeat cycle. For decreasing reduced frequency, the results indicate a transition to a continuous vortex gait. The upstroke becomes more aerodynamically active, leading to a consistent circulation of the bound vortex on the wing and a continuous spanwise shedding of small scale vortices. The formation of the vortices shed spanwise in pairs at the reversal points is reduced and the wake is dominated by the tip and root vortices, which form long drawn-out vortex structures.

The mechanical power output of the pectoralis muscle of cockatiel (Nymphicus hollandicus): the in vivo muscle length trajectory and activity patterns and their implications for power modulation

In order to meet the varying demands of flight, pectoralis muscle power output must be modulated. In birds with pectoralis muscles with a homogeneous fibre type composition, power output can be modulated at the level of the motor unit (via changes in muscle length trajectory and the pattern of activation), at the level of the muscle (via changes in the number of motor units recruited), and at the level of the whole animal (through the use of intermittent flight). Pectoralis muscle length trajectory and activity patterns were measured in vivo in the cockatiel (Nymphicus hollandicus) at a range of flight speeds (0-16 m s(-1)) using sonomicrometry and electromyography. The work loop technique was used to measure the mechanical power output of a bundle of fascicles isolated from the pectoralis muscle during simulated in vivo length change and activity patterns. The mechanical power-speed relationship was U-shaped, with a 2.97-fold variation in power output (40-120 W kg(-1)). In this species, modulation of neuromuscular activation is the primary strategy utilised to modulate pectoralis muscle power output. Maximum in vivo power output was 22% of the maximum isotonic power output (533 W kg(-1)) and was generated at a lower relative shortening velocity (0.28 V(max)) than the maximum power output during isotonic contractions (0.34 V(max)). It seems probable that the large pectoralis muscle strains result in a shift in the optimal relative shortening velocity in comparison with the optimum during isotonic contractions as a result of length-force effects.

The importance of leading edge vortices under simplified flapping flight conditions at the size scale of birds

Over the last decade, interest in animal flight has grown, in part due to the possible use of flapping propulsion for micro air vehicles. The importance of unsteady lift-enhancing mechanisms in insect flight has been recognized, but unsteady effects were generally thought to be absent for the flapping flight of larger animals. Only recently has the existence of LEVs (leading edge vortices) in small vertebrates such as swifts, small bats and hummingbirds been confirmed. To study the relevance of unsteady effects at the scale of large birds [reduced frequency k between 0.05 and 0.3, k=(πfc)/U∞; f is wingbeat frequency, U∞ is free-stream velocity, and c is the average wing chord], and the consequences of the lack of kinematic and morphological refinements, we have designed a simplified goose-sized flapping model for wind tunnel testing. The 2-D flow patterns along the wing span were quantitatively visualized using particle image velocimetry (PIV), and a three-component balance was used to measure the forces generated by the wings. The flow visualization on the wing showed the appearance of LEVs, which is typically associated with a delayed stall effect, and the transition into flow separation. Also, the influence of the delayed stall and flow separation was clearly visible in measurements of instantaneous net force over the wingbeat cycle. Here, we show that, even at reduced frequencies as low as those of large bird flight, unsteady effects are present and non-negligible and have to be addressed by kinematic and morphological adaptations.

Courtship dives of Anna's hummingbird offer insights into flight performance limits

Behavioural displays are a common feature of animal courtship. Just as female preferences can generate exaggerated male ornaments, female preferences for dynamic behaviours may cause males to perform courtship displays near intrinsic performance limits. I provide an example of an extreme display, the courtship dive of Anna's hummingbird (Calypte anna). Diving male Anna's hummingbirds were filmed with a combination of high-speed and conventional video cameras. After powering the initial stage of the dive by flapping, males folded their wings by their sides, at which point they reached an average maximum velocity of 385 body lengths s(-1) (27.3 m s(-1)). This is the highest known length-specific velocity attained by any vertebrate. This velocity suggests their body drag coefficient is less than 0.3. They then spread their wings to pull up, and experienced centripetal accelerations nearly nine times greater than gravitational acceleration. This acceleration is the highest reported for any vertebrate undergoing a voluntary aerial manoeuvre, except jet fighter pilots. Stereotyped courtship behaviours offer several advantages for the study of extreme locomotor performance, and can be assessed in a natural context.

Maneuvers during legged locomotion

Maneuverability is essential for locomotion. For animals in the environment, maneuverability is directly related to survival. For humans, maneuvers such as turning are associated with increased risk for injury, either directly through tissue loading or indirectly through destabilization. Consequently, understanding the mechanics and motor control of maneuverability is a critical part of locomotion research. We briefly review the literature on maneuvering during locomotion with a focus on turning in bipeds. Walking turns can use one of several different strategies. Anticipation can be important to adjust kinematics and dynamics for smooth and stable maneuvers. During running, turns may be substantially constrained by the requirement for body orientation to match movement direction at the end of a turn. A simple mathematical model based on the requirement for rotation to match direction can describe leg forces used by bipeds (humans and ostriches). During running turns, both humans and ostriches control body rotation by generating fore-aft forces. However, whereas humans must generate large braking forces to prevent body over-rotation, ostriches do not. For ostriches, generating the lateral forces necessary to change movement direction results in appropriate body rotation. Although ostriches required smaller braking forces due in part to increased rotational inertia relative to body mass, other movement parameters also played a role. Turning performance resulted from the coordinated behavior of an integrated biomechanical system. Results from preliminary experiments on horizontal-plane stabilization support the hypothesis that controlling body rotation is an important aspect of stable maneuvers. In humans, body orientation relative to movement direction is rapidly stabilized during running turns within the minimum of two steps theoretically required to complete analogous maneuvers. During straight running and cutting turns, humans exhibit spring-mass behavior in the horizontal plane. Changes in the horizontal projection of leg length were linearly related to changes in horizontal-plane leg forces. Consequently, the passive dynamic stabilization associated with spring-mass behavior may contribute to stability during maneuvers in bipeds. Understanding the mechanics of maneuverability will be important for understanding the motor control of maneuvers and also potentially be useful for understanding stability.

The evolutionary continuum of limb function from early theropods to birds

The bipedal stance and gait of theropod dinosaurs evolved gradually along the lineage leading to birds and at some point(s), flight evolved. How and when did these changes occur? We review the evidence from neontology and paleontology, including pectoral and pelvic limb functional morphology, fossil footprints/trackways and biomechanical models and simulations. We emphasise that many false dichotomies or categories have been applied to theropod form and function, and sometimes, these impede research progress. For example, dichotomisation of locomotor function into 'non-avian' and 'avian' modes is only a conceptual crutch; the evidence supports a continuous transition. Simplification of pelvic limb function into cursorial/non-cursorial morphologies or flexed/columnar poses has outlived its utility. For the pectoral limbs, even the classic predatory strike vs. flight wing-stroke distinction and separation of theropods into non-flying and flying--or terrestrial and arboreal--categories may be missing important subtleties. Distinguishing locomotor function between taxa, even with quantitative approaches, will always be fraught with ambiguity, making it difficult to find real differences if that ambiguity is properly acknowledged. There must be an 'interpretive asymptote' for reconstructing dinosaur limb function that available methods and evidence cannot overcome. We may be close to that limit, but how far can it be stretched with improved methods and evidence, if at all? The way forward is a combination of techniques that emphasises integration of neontological and paleontological evidence and quantitative assessment of limb function cautiously applied with validated techniques and sensitivity analysis of unknown variables.

Aeromechanics in aeroecology: flight biology in the aerosphere

The physical environment of the aerosphere is both complex and dynamic, and poses many challenges to the locomotor systems of the three extant evolutionary lineages of flying animals. Many features of the aerosphere, operating over spatial and temporal scales of many orders of magnitude, have the potential to be important influences on animal flight, and much as marine ecologists have studied the relationship between physical oceanography and swimming locomotion, a subfield of aeroecology can focus attention on the ways the biology of flight is influenced by these characteristics. Airflows are altered and modulated by motion over and around natural and human-engineered structures, and both vortical flow structures and turbulence are introduced to the aerial environment by technologies such as aircraft and wind farms. Diverse aspects of the biology of flight may be better understood with reference to an aeroecological approach, particularly the mechanics and energetics of flight, the sensing of aerial flows, and the motor control of flight. Moreover, not only does the abiotic world influence the aerospheric conditions in which animals fly, but flying animals also, in turn, change the flow environment in their immediate vicinity, which can include the air through which other animals fly, particularly when animals fly in groups. Flight biologists can offer considerable insight into the ecology of the aerial world, and an aeroecological approach holds great promise for stimulating and enriching the study of the biology of flight.