Biomechanics and physiology of gait selection in flying birds

Reduction of wing area affects estimated stress in the primary flight muscles of chickens

In flying birds, the pectoralis (PECT) and supracoracoideus (SUPRA) generate most of the power required for flight, while the wing feathers create the aerodynamic forces. However, in domestic laying hens, little is known about the architectural properties of these muscles and the forces the wings produce. As housing space increases for commercial laying hens, understanding these properties is important for assuring safe locomotion. We tested the effects of wing area loss on mass, physiological cross-sectional area (PCSA), and estimated muscle stress (EMS) of the PECT and SUPRA in white-feathered laying hens. Treatments included Unclipped (N = 18), Half-Clipped with primaries removed (N = 18) and Fully-Clipped with the primaries and secondaries removed (N = 18). The mass and PCSA of the PECT and SUPRA did not vary significantly with treatment. Thus, laying hen muscle anatomy may be relatively resistant to changes in external wing morphology. We observed significant differences in EMS among treatments, as Unclipped birds exhibited the greatest EMS. This suggests that intact wings provide the greatest stimulus of external force for the primary flight muscles.

Where is WAIR (and other wing-assisted behaviours)? Essentially everywhere: a response to Kuznetsov and Panyutina (2022)

Kuznetsov and Panyutina (2022) offer a reanalysis of the kinematic and force plate data previously published by Bundle and Dial (2003). Their intention is to describe instantaneous wing forces during wing-assisted incline running (WAIR), focusing particularly on the upstroke phase. Based on their interpretation of wing forces and muscle function, the authors conclude that ‘WAIR is a very specialized mode of locomotion that is employed by a few specialized birds as an adaptation to a very specific environment and involving highly developed flying features of the locomotor apparatus’, and thus not relevant to the evolution of avian flight. Herein, we respond to the authors’ interpretations, offering an alternative perspective on WAIR and, more generally, on studies exploring the evolution of avian flight.

Flight muscles in falcons (Falconiformes, Falconinae): A quantitative approach

The family Falconidae has contrasting behaviors on its flight within the subfamilies. Falcons are primarily aerial predators requiring accuracy, high speed, and controlled movements during flight. Caracaras are generalists that seek food while walking and their flight is characterized as slow and erratic. We aimed to explore the muscle mass of the primary wing muscles in several species of Falconinae and to identify possible differences related to the role that these muscles perform during flight. We studied 34 wing muscles in 11 specimens of five species of falcons. The percentage of each muscle with respect to body mass was calculated as well as the total wing muscle mass. The search for differences between muscles of falcons and caracaras was analyzed using Bayesian statistical inference. Published data from Polyborinae were used for comparison. Five muscles were significantly different between both subfamilies mm. latissimus dorsi pars caudalis, biceps brachii, extensor carpi radialis, flexor digitorum superficialis, and extensor digitorum communis. The first two muscles were larger in Polyborinae, which could be useful to achieve more strength and stabilization. In falcons the last three muscles listed were larger, which might be associated with their fast and acrobatic flight. Variations in certain muscles generate, in turn, differences in function, which is reflected in their type of flight and its use. These findings reinforce the modular character of the locomotor system of birds whereby the regions involved in locomotion can have morphological peculiarities according to their lifestyle.

Gait change in tongue movement

During locomotion, humans switch gaits from walking to running, and horses from walking to trotting to cantering to galloping, as they increase their movement rate. It is unknown whether gait change leading to a wider movement rate range is limited to locomotive-type behaviours, or instead is a general property of any rate-varying motor system. The tongue during speech provides a motor system that can address this gap. In controlled speech experiments, using phrases containing complex tongue-movement sequences, we demonstrate distinct gaits in tongue movement at different speech rates. As speakers widen their tongue-front displacement range, they gain access to wider speech-rate ranges. At the widest displacement ranges, speakers also produce categorically different patterns for their slowest and fastest speech. Speakers with the narrowest tongue-front displacement ranges show one stable speech-gait pattern, and speakers with widest ranges show two. Critical fluctuation analysis of tongue motion over the time-course of speech revealed these speakers used greater effort at the beginning of phrases—such end-state-comfort effects indicate speech planning. Based on these findings, we expect that categorical motion solutions may emerge in any motor system, providing that system with access to wider movement-rate ranges.

The function of the alula on engineered wings: a detailed experimental investigation of a bioinspired leading-edge device

Birds fly in dynamic flight conditions while maintaining aerodynamic efficiency. This agility is in part due to specialized feather systems that function as flow control devices during adverse conditions such as high-angle of attack maneuvers. In this paper, we present an engineered three-dimensional leading-edge device inspired by one of these specialized groups of feathers known as the alula. Wind tunnel results show that, similar to the biological alula, the leading-edge alula-inspired device (LEAD) increases the wing's ability to maintain higher pressure gradients by modifying the near-wall flow. It also generates tip vortices that modify the turbulence on the upper-surface of the wing, delaying flow separation. The effect of the LEAD location and morphology on lift production and wake velocity profile are investigated using force and hot-wire anemometer measurements, respectively. Results show lift improvements up to 32% and 37% under post and deep stall conditions, respectively. Despite the observed drag penalties of up to 39%, the aerodynamic efficiency, defined as the lift-to-drag ratio, is maintained and sometimes improved with the addition of the LEAD to a wing. This is to be expected as the LEAD is a post-stall device, suitable for high angles of attack maneuvers, where maintaining lift production is more critical than drag reduction. The LEAD also accelerates the flow over the wing and reduces the wake velocity deficit, indicating attenuated flow separation. This work presents a detailed experimental investigation of an engineered three dimensional leading-edge device that combines the functionality of traditional two dimensional slats and vortex generators. Such a device can be used to not only extend the flight envelope of unmanned aerial vehicles (UAVs), but to also study the role and function of the biological alula.

Birds invest wingbeats to keep a steady head and reap the ultimate benefits of flying together

Flapping flight is the most energetically demanding form of sustained forwards locomotion that vertebrates perform. Flock dynamics therefore have significant implications for energy expenditure. Despite this, no studies have quantified the biomechanical consequences of flying in a cluster flock or pair relative to flying solo. Here, we compared the flight characteristics of homing pigeons (Columba livia) flying solo and in pairs released from a site 7 km from home, using high-precision 5 Hz global positioning system (GPS) and 200 Hz tri-axial accelerometer bio-loggers. As expected, paired individuals benefitted from improved homing route accuracy, which reduced flight distance by 7% and time by 9%. However, realising these navigational gains involved substantial changes in flight kinematics and energetics. Both individuals in a pair increased their wingbeat frequency by 18% by decreasing the duration of their upstroke. This sharp increase in wingbeat frequency caused just a 3% increase in airspeed but reduced the oscillatory displacement of the body by 22%, which we hypothesise relates to an increased requirement for visual stability and manoeuvrability when flying in a flock or pair. The combination of the increase in airspeed and a higher wingbeat frequency would result in a minimum 2.2% increase in the total aerodynamic power requirements if the wingbeats were fully optimised. Overall, the enhanced navigational performance will offset any additional energetic costs as long as the metabolic power requirements are not increased above 9%. Our results demonstrate that the increases in wingbeat frequency when flying together have previously been underestimated by an order of magnitude and force reinterpretation of their mechanistic origin. We show that, for pigeons flying in pairs, two heads are better than one but keeping a steady head necessitates energetically costly kinematics.

Bioinspired wingtip devices: a pathway to improve aerodynamic performance during low Reynolds number flight

Birds are highly capable and maneuverable fliers, traits not currently shared with current small unmanned aerial vehicles. They are able to achieve these flight capabilities by adapting the shape of their wings during flight in a variety of complex manners. One feature of bird wings, the primary feathers, separate to form wingtip gaps at the distal end of the wing. This paper presents bio-inspired wingtip devices with varying wingtip gap sizes, defined as the chordwise distance between wingtip devices, for operation in low Reynolds number conditions of Re  =  100 000, where many bird species operate. Lift and drag data was measured for planar and nonplanar wingtip devices with the total wingtip gap size ranging from 0% to 40% of the wing's mean chord. For a planar wing with a gap size of 20%, the mean coefficient of lift in the pre-stall region is increased by 7.25%, and the maximum coefficient of lift is increased by 5.6% compared to a configuration with no gaps. The nonplanar wingtip device was shown to reduce the induced drag. The effect of wingtip gap sizes is shown to be independent of the planarity/nonplanarity of the wingtip device, thereby allowing designers to decouple the wingtip parameters to tune the desired lift and drag produced.

Experimental Investigation of Aerodynamics of Feather-Covered Flapping Wing

Avian flight has an outstanding performance than the manmade flapping wing MAVs. Considering that the feather is light and strong, a new type of the flapping wing was designed and made, whose skeleton is carbon fiber rods and covered by goose feathers as the skin. Its aerodynamics is tested by experiments and can be compared with conventional artificial flapping wings made of carbon fiber rods as the skeleton and polyester membrane as the skin. The results showed that the feathered wing could generate more lift than the membrane wing in the same flapping kinematics because the feathered wing can have slots between feathers in an upstroke process, which can mainly reduce the negative lift. At the same time, the power consumption also decreased significantly, due to the decrease in the fluctuating range of the periodic lift curve, which reduced the offset consumption of lift. At the same time, the thrusts generated by the feather wing and the membrane wing are similar with each other, which increases with the increase of flapping frequency. In general, the aerodynamic performances of the feather wing are superior to that of the membrane wings.

Turtle mimetic soft robot with two swimming gaits

This paper presents a biomimetic turtle flipper actuator consisting of a shape memory alloy composite structure for implementation in a turtle-inspired autonomous underwater vehicle. Based on the analysis of the Chelonia mydas, the flipper actuator was divided into three segments containing a scaffold structure fabricated using a 3D printer. According to the filament stacking sequence of the scaffold structure in the actuator, different actuating motions can be realized and three different types of scaffold structures were proposed to replicate the motion of the different segments of the flipper of the Chelonia mydas. This flipper actuator can mimic the continuous deformation of the forelimb of Chelonia mydas which could not be realized in previous motor based robot. This actuator can also produce two distinct motions that correspond to the two different swimming gaits of the Chelonia mydas, which are the routine and vigorous swimming gaits, by changing the applied current sequence of the SMA wires embedded in the flipper actuator. The generated thrust and the swimming efficiency in each swimming gait of the flipper actuator were measured and the results show that the vigorous gait has a higher thrust but a relatively lower swimming efficiency than the routine gait. The flipper actuator was implemented in a biomimetic turtle robot, and its average swimming speed in the routine and vigorous gaits were measured with the vigorous gait being capable of reaching a maximum speed of 11.5 mm s(-1).

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.

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.

Wings versus legs in the avian bauplan: development and evolution of alternative locomotor strategies

Wings have long been regarded as a hallmark of evolutionary innovation, allowing insects, birds, and bats to radiate into aerial environments. For many groups, our intuitive and colloquial perspective is that wings function for aerial activities, and legs for terrestrial, in a relatively independent manner. However, insects and birds often engage their wings and legs cooperatively. In addition, the degree of autonomy between wings and legs may be constrained by tradeoffs, between allocating resources to wings versus legs during development, or between wing versus leg investment and performance (because legs must be carried as baggage by wings during flight and vice versa). Such tradeoffs would profoundly affect the development and evolution of locomotor strategies, and many related aspects of animal ecology. Here, we provide the first evaluation of wing versus leg investment, performance and relative use, in birds-both across species, and during ontogeny in three precocial species with different ecologies. Our results suggest that tradeoffs between wing and leg modules help shape ontogenetic and evolutionary trajectories, but can be offset by recruiting modules cooperatively. These findings offer a new paradigm for exploring locomotor strategies of flying organisms and their extinct precursors, and thereby elucidating some of the most spectacular diversity in animal history.

Aerodynamic trick for visual stabilization during downstroke in a hovering bird

We provide physical insight into how a small hovering bird attains stabilized vision during downstroke. A passerine generates a lift force greater than its body weight during downstroke, leading to a substantial swing of the bird body, but the bird's eyes are nearly stable. Employing digital particle-image velocimetry, we demonstrate that a hovering passerine generates a lift force acting dorsal to the center of mass, concurrently resulting in rotational and translational displacements of the bird's body. The most notable finding is that the rotational and translational displacements at the bird's eyes almost cancel each other; the displacement of the eye is ~8% that of the trailing tip of the tail. This aerodynamic trick enables a bird to attain stabilized vision beneficial for the inspection of the environment.

Aerodynamics of tip-reversal upstroke in a revolving pigeon wing

During slow flight, bird species vary in their upstroke kinematics using either a ‘flexed wing’ or a distally supinated ‘tip-reversal’ upstroke. Two hypotheses have been presented concerning the function of the tip-reversal upstroke. The first is that this behavior is aerodynamically inactive and serves to minimize drag. The second is that the tip-reversal upstroke is capable of producing significant aerodynamic forces. Here, we explored the aerodynamic capabilities of the tip-reversal upstroke using a well-established propeller method. Rock dove (Columba livia, N=3) wings were spread and dried in postures characteristic of either mid-upstroke or mid-downstroke and spun at in vivo Reynolds numbers to simulate forces experienced during slow flight. We compared 3D wing shape for the propeller and in vivo kinematics, and found reasonable kinematic agreement between methods (mean differences 6.4% of wing length). We found that the wing in the upstroke posture is capable of producing substantial aerodynamic forces. At in vivo angles of attack (66 deg at mid-upstroke, 46 deg at mid-downstroke), the upstroke wings averaged for three birds produced a lift-to-drag ratio of 0.91, and the downstroke wings produced a lift-to-drag ratio of 3.33. Peak lift-to-drag ratio was 2.5 for upstroke and 6.3 for downstroke. Our estimates of total force production during each half-stroke suggest that downstroke produces a force that supports 115% of bodyweight, and during upstroke a forward-directed force (thrust) is produced at 36% of body weight.

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.

Hovering and intermittent flight in birds

Two styles of bird locomotion, hovering and intermittent flight, have great potential to inform future development of autonomous flying vehicles. Hummingbirds are the smallest flying vertebrates, and they are the only birds that can sustain hovering. Their ability to hover is due to their small size, high wingbeat frequency, relatively large margin of mass-specific power available for flight and a suite of anatomical features that include proportionally massive major flight muscles (pectoralis and supracoracoideus) and wing anatomy that enables them to leave their wings extended yet turned over (supinated) during upstroke so that they can generate lift to support their weight. Hummingbirds generate three times more lift during downstroke compared with upstroke, with the disparity due to wing twist during upstroke. Much like insects, hummingbirds exploit unsteady mechanisms during hovering including delayed stall during wing translation that is manifest as a leading-edge vortex (LEV) on the wing and rotational circulation at the end of each half stroke. Intermittent flight is common in small- and medium-sized birds and consists of pauses during which the wings are flexed (bound) or extended (glide). Flap-bounding appears to be an energy-saving style when flying relatively fast, with the production of lift by the body and tail critical to this saving. Flap-gliding is thought to be less costly than continuous flapping during flight at most speeds. Some species are known to shift from flap-gliding at slow speeds to flap-bounding at fast speeds, but there is an upper size limit for the ability to bound (~0.3 kg) and small birds with rounded wings do not use intermittent glides.

Contractile properties of the pigeon supracoracoideus during different modes of flight

The supracoracoideus (SUPRA) is the primary upstroke muscle for avian flight and is the antagonist to the downstroke muscle, the pectoralis (PECT). We studied in vivo contractile properties and mechanical power output of both muscles during take-off, level and landing flight. We measured muscle length change and activation using sonomicrometry and electromyography, and muscle force development using strain recordings on the humerus. Our results support a hypothesis that the primary role of the SUPRA is to supinate the humerus. Antagonistic forces exerted by the SUPRA and PECT overlap during portions of the wingbeat cycle, thereby offering a potential mechanism for enhancing control of the wing. Among flight modes, muscle strain was approximately the same in the SUPRA (33-40%) and the PECT (35-42%), whereas peak muscle stress was higher in the SUPRA (85-126 N m(-2)) than in the PECT (50-58 N m(-2)). The SUPRA mainly shortened relative to resting length and the PECT mainly lengthened. We estimated that elastic energy storage in the tendon of the SUPRA contributed between 28 and 60% of the net work of the SUPRA and 6-10% of the total net mechanical work of both muscles. Mechanical power output in the SUPRA was congruent with the estimated inertial power required for upstroke, but power output from the PECT was only 42-46% of the estimated aerodynamic power requirements for flight. There was a significant effect of flight mode upon aspects of the contractile behavior of both muscles including strain, strain rate, peak stress, work and power.

Biomechanics of bird flight

Power output is a unifying theme for bird flight and considerable progress has been accomplished recently in measuring muscular, metabolic and aerodynamic power in birds. The primary flight muscles of birds, the pectoralis and supracoracoideus, are designed for work and power output, with large stress (force per unit cross-sectional area) and strain (relative length change) per contraction. U-shaped curves describe how mechanical power output varies with flight speed, but the specific shapes and characteristic speeds of these curves differ according to morphology and flight style. New measures of induced, profile and parasite power should help to update existing mathematical models of flight. In turn, these improved models may serve to test behavioral and ecological processes. Unlike terrestrial locomotion that is generally characterized by discrete gaits, changes in wing kinematics and aerodynamics across flight speeds are gradual. Take-off flight performance scales with body size, but fully revealing the mechanisms responsible for this pattern awaits new study. Intermittent flight appears to reduce the power cost for flight, as some species flap–glide at slow speeds and flap–bound at fast speeds. It is vital to test the metabolic costs of intermittent flight to understand why some birds use intermittent bounds during slow flight. Maneuvering and stability are critical for flying birds,and design for maneuvering may impinge upon other aspects of flight performance. The tail contributes to lift and drag; it is also integral to maneuvering and stability. Recent studies have revealed that maneuvers are typically initiated during downstroke and involve bilateral asymmetry of force production in the pectoralis. Future study of maneuvering and stability should measure inertial and aerodynamic forces. It is critical for continued progress into the biomechanics of bird flight that experimental designs are developed in an ecological and evolutionary context.

Three-dimensional kinematics of hummingbird flight

Hummingbirds are specialized for hovering flight, and substantial research has explored this behavior. Forward flight is also important to hummingbirds, but the manner in which they perform forward flight is not well documented. Previous research suggests that hummingbirds increase flight velocity by simultaneously tilting their body angle and stroke-plane angle of the wings, without varying wingbeat frequency and upstroke: downstroke span ratio. We hypothesized that other wing kinematics besides stroke-plane angle would vary in hummingbirds. To test this, we used synchronized high-speed (500 Hz) video cameras and measured the three-dimensional wing and body kinematics of rufous hummingbirds (Selasphorus rufus, 3 g, N=5) as they flew at velocities of 0-12 m s(-1) in a wind tunnel. Consistent with earlier research, the angles of the body and the stroke plane changed with velocity, and the effect of velocity on wingbeat frequency was not significant. However, hummingbirds significantly altered other wing kinematics including chord angle, angle of attack, anatomical stroke-plane angle relative to their body, percent of wingbeat in downstroke, wingbeat amplitude, angular velocity of the wing, wingspan at mid-downstroke, and span ratio of the wingtips and wrists. This variation in bird-centered kinematics led to significant effects of flight velocity on the angle of attack of the wing and the area and angles of the global stroke planes during downstroke and upstroke. We provide new evidence that the paths of the wingtips and wrists change gradually but consistently with velocity, as in other bird species that possess pointed wings. Although hummingbirds flex their wings slightly at the wrist during upstroke, their average wingtip-span ratio of 93% revealed that they have kinematically ;rigid' wings compared with other avian species.

The relationship between wingbeat kinematics and vortex wake of a thrush nightingale

The wingbeat kinematics of a thrush nightingale Luscinia lusciniawere measured for steady flight in a wind tunnel over a range of flight speeds(5–10 m s–1), and the results are interpreted and discussed in the context of a detailed, previously published, wake analysis of the same bird. Neither the wingbeat frequency nor wingbeat amplitude change significantly over the investigated speed range and consequently dimensionless measures that compare timescales of flapping vs. timescales due to the mean flow vary in direct proportion to the mean flow itself, with no constant or slowly varying intervals. The only significant kinematic variations come from changes in the upstroke timing (downstroke fraction) and the upstroke wing folding (span ratio), consistent with the gradual variations, primarily in the upstroke wake, previously reported.

The relationship between measured wake geometry and wingbeat kinematics can be qualitatively explained by presumed self-induced convection and deformation of the wake between its initial formation and later measurement, and varies in a predictable way with flight speed. Although coarse details of the wake geometry accord well with the kinematic measurements, there is no simple explanation based on these observed kinematics alone that accounts for the measured asymmetries of circulation magnitude in starting and stopping vortex structures. More complex interactions between the wake and wings and/or body are implied.

The aerodynamics of avian take-off from direct pressure measurements in Canada geese (Branta canadensis)

Direct pressure measurements using electronic differential pressure transducers along bird wings provide insight into the aerodynamics of these dynamically varying aerofoils. Acceleration-compensated pressures were measured at five sites distributed proximally to distally from the tertials to the primaries along the wings of Canada geese. During take-off flight, ventral-to-dorsal pressure is maintained at the proximal wing section throughout the wingstroke cycle, whereas pressure sense is reversed at the primaries during upstroke. The distal sites experience double pressure peaks during the downstroke. These observations suggest that tertials provide weight-support throughout the wingbeat, that the wingtip provides thrust during upstroke and that the kinetic energy of the rapidly flapping wings may be dissipated via retarding aerodynamic forces (resulting in aerodynamic work) at the end of downstroke.

A family of vortex wakes generated by a thrush nightingale in free flight in a wind tunnel over its entire natural range of flight speeds

In view of the complexity of the wing-beat kinematics and geometry, an important class of theoretical models for analysis and prediction of bird flight performance entirely, or almost entirely, ignores the action of the wing itself and considers only the resulting motions in the air behind the bird. These motions can also be complicated, but some success has previously been recorded in detecting and measuring relatively simple wake structures that can sometimes account for required quantities used to estimate aerodynamic power consumption. To date, all bird wakes, measured or presumed, seem to fall into one of two classes: the closed-loop, discrete vortex model at low flight speeds, and the constant-circulation, continuous vortex model at moderate to high speeds. Here, novel and accurate quantitative measurements of velocity fields in vertical planes aligned with the freestream are used to investigate the wake structure of a thrush nightingale over its entire range of natural flight speeds. At most flight speeds, the wake cannot be categorised as one of the two standard types, but has an intermediate structure, with approximations to the closed-loop and constant-circulation models at the extremes. A careful accounting for all vortical structures revealed with the high-resolution technique permits resolution of the previously unexplained wake momentum paradox. All the measured wake structures have sufficient momentum to provide weight support over the wingbeat. A simple model is formulated and explained that mimics the correct, measured balance of forces in the downstroke- and upstroke-generated wake over the entire range of flight speeds. Pending further work on different bird species, this might form the basis for a generalisable flight model.

How cockatiels (Nymphicus hollandicus) modulate pectoralis power output across flight speeds

The avian pectoralis muscle must produce a varying mechanical power output to achieve flight across a range of speeds (1-13 m s(-1)). We used the natural variation in the power requirements with flight speed to investigate the mechanisms employed by cockatiels (Nymphicus hollandicus) to modulate muscle power output. We found that pectoralis contractile function in cockatiels was generally conserved across speed and over a wide range of aerodynamic power requirements. Despite the 2-fold range of variation in muscle power output, many aspects of muscle performance varied little: duration of muscle shortening was invariant, and overall wingbeat frequency and muscle strain varied to a lesser degree (1.2-fold and 1.4-fold, respectively) than muscle power or work. Power output was primarily modulated by muscle force (accounting for 65% of the variation) rather than by muscle strain, cycle frequency or changes in the timing of force production relative to muscle strain. Strain rate and electromyogram (EMG) results suggest that the additional force was provided via increasing pectoralis recruitment. Due to their effect on the transformation of muscle work into useful aerodynamic work, changes in wing position and orientation during the downstroke probably also affect the magnitude of muscle force developed for a given level of motor recruitment. Analysis of the variation in muscle force and airflow over the wing suggests that the coefficients of lift and drag of the wing vary 4-fold over the speed range examined in this study.

The Kármán gait: novel body kinematics of rainbow trout swimming in a vortex street

Most fishes commonly experience unsteady flows and hydrodynamic perturbations during their lifetime. In this study, we provide evidence that rainbow trout Oncorhynchus mykiss voluntarily alter their body kinematics when interacting with vortices present in the environment that are not self-generated. To demonstrate this, we measured axial swimming kinematics in response to changes in known hydrodynamic wake characteristics. We compared trout swimming in the Kármán street behind different diameter cylinders (2.5 and 5 cm) at two flow speeds (2.5 and 4.5 L s(-1), where L is total body length) to trout swimming in the free stream and in the cylinder bow wake. Trout swimming behind cylinders adopt a distinctive, previously undescribed pattern of movement in order to hold station, which we term the Kármán gait. During this gait, body amplitudes and curvatures are much larger than those of trout swimming at an equivalent flow velocity in the absence of a cylinder. Tail-beat frequency is not only lower than might be expected for a trout swimming in the reduced flow behind a cylinder, but also matches the vortex shedding frequency of the cylinder. Therefore, in addition to choosing to be in the slower flow velocity offered behind a cylinder (drafting), trout are also altering their body kinematics to synchronize with the shed vortices (tuning), using a mechanism that may not involve propulsive locomotion. This behavior is most distinctive when cylinder diameter is large relative to fish length. While tuning, trout have a longer body wavelength than the prescribed wake wavelength, indicating that only certain regions of the body may need to be oriented in a consistent manner to the oncoming vortices. Our results suggest that fish can capture energy from vortices generated by the environment to maintain station in downstream flow. Interestingly, trout swimming in front of a cylinder display lower tail-beat amplitudes and body wave speeds than trout subjected to any of the other treatments, implying that the bow wake may be the most energetically favorable region for a fish to hold station near a cylinder.

Comparative power curves in bird flight

The relationship between mechanical power output and forward velocity in bird flight is controversial, bearing on the comparative physiology and ecology of locomotion. Applied to flying birds, aerodynamic theory predicts that mechanical power should vary as a function of forward velocity in a U-shaped curve. The only empirical test of this theory, using the black-billed magpie (Pica pica), suggests that the mechanical power curve is relatively flat over intermediate velocities. Here, by integrating in vivo measurements of pectoralis force and length change with quasi-steady aerodynamic models developed using data on wing and body movement, we present mechanical power curves for cockatiels (Nymphicus hollandicus) and ringed turtle-doves (Streptopelia risoria). In contrast to the curve reported for magpies, the power curve for cockatiels is acutely concave, whereas that for doves is intermediate in shape and shows higher mass-specific power output at most speeds. We also find that wing-beat frequency and mechanical power output do not necessarily share minima in flying birds. Thus, aspects of morphology, wing kinematics and overall style of flight can greatly affect the magnitude and shape of a species' power curve.

Consequences of load carrying by birds during short flights are found to be behavioral and not energetic

The doubly-labeled water technique and video were used to measure the effect of mass loading on energy expenditure and takeoff performance in zebra finches, Taeniopygia guttata, that were making routine (nonalarm) short flights. Finches that carried 27% additional mass did not expend more energy during flight than unloaded controls. Carrying additional mass, however, led to a reduced body mass and a decreased velocity during takeoffs (by 12%). Calculations of instantaneous mechanical power indicated that energy expended by unloaded and loaded finches at takeoff was similar, due to the observed decrease in velocity by mass-loaded finches and a lowering of their body mass. During routine short flights, zebra finches appear to maintain their metabolic power input and mechanical power output regardless of mass loading. Here, the costs of carrying additional mass during routine short flights were revealed to be behavioral and not energetic.

Estimates of circulation and gait change based on a three-dimensional kinematic analysis of flight in cockatiels (Nymphicus hollandicus)and ringed turtle-doves (Streptopelia risoria)

Birds and bats are known to employ two different gaits in flapping flight,a vortex-ring gait in slow flight and a continuous-vortex gait in fast flight. We studied the use of these gaits over a wide range of speeds (1-17 ms-1) and transitions between gaits in cockatiels (Nymphicus hollandicus) and ringed turtle-doves (Streptopelia risoria)trained to fly in a recently built, variable-speed wind tunnel. Gait use was investigated via a combination of three-dimensional kinematics and quasi-steady aerodynamic modeling of bound circulation on the distal and proximal portions of the wing. Estimates of lift from our circulation model were sufficient to support body weight at all but the slowest speeds (1 and 3 ms-1). From comparisons of aerodynamic impulse derived from our circulation analysis with the impulse estimated from whole-body acceleration,it appeared that our quasi-steady aerodynamic analysis was most accurate at intermediate speeds (5-11 ms-1). Despite differences in wing shape and wing loading, both species shifted from a vortex-ring to a continuous-vortex gait at 7 ms-1. We found that the shift from a vortex-ring to a continuous-vortex gait (i) was associated with a phase delay in the peak angle of attack of the proximal wing section from downstroke into upstroke and (ii) depended on sufficient forward velocity to provide airflow over the wing during the upstroke similar to that during the downstroke. Our kinematic estimates indicated significant variation in the magnitude of circulation over the course the wingbeat cycle when either species used a continuous-vortex gait. This variation was great enough to suggest that both species shifted to a ladder-wake gait as they approached the maximum flight speed (cockatiels 15 ms-1, doves 17 ms-1) that they would sustain in the wind tunnel. This shift in flight gait appeared to reflect the need to minimize drag and produce forward thrust in order to fly at high speed. The ladder-wake gait was also employed in forward and vertical acceleration at medium and fast flight speeds.