The role of wingbeat frequency and amplitude in flight power

Body-mounted accelerometers provide a new prospect for estimating power use in flying birds, as the signal varies with the two major kinematic determinants of aerodynamic power: wingbeat frequency and amplitude. Yet wingbeat frequency is sometimes used as a proxy for power output in isolation. There is, therefore, a need to understand which kinematic parameter birds vary and whether this is predicted by flight mode (e.g. accelerating, ascending/descending flight), speed or morphology. We investigate this using high-frequency acceleration data from (i) 14 species flying in the wild, (ii) two species flying in controlled conditions in a wind tunnel and (iii) a review of experimental and field studies. While wingbeat frequency and amplitude were positively correlated, R² values were generally low, supporting the idea that parameters can vary independently. Indeed, birds were more likely to modulate wingbeat amplitude for more energy-demanding flight modes, including climbing and take-off. Nonetheless, the striking variability, even within species and flight types, highlights the complexity of describing the kinematic relationships, which appear sensitive to both the biological and physical context. Notwithstanding this, acceleration metrics that incorporate both kinematic parameters should be more robust proxies for power than wingbeat frequency alone.

Microglial Morphology Across Distantly Related Species: Phylogenetic, Environmental and Age Influences on Microglia Reactivity and Surveillance States

Microglial immunosurveillance of the brain parenchyma to detect local perturbations in homeostasis, in all species, results in the adoption of a spectrum of morphological changes that reflect functional adaptations. Here, we review the contribution of these changes in microglia morphology in distantly related species, in homeostatic and non-homeostatic conditions, with three principal goals (1): to review the phylogenetic influences on the morphological diversity of microglia during homeostasis (2); to explore the impact of homeostatic perturbations (Dengue virus challenge) in distantly related species (Mus musculus and Callithrix penicillata) as a proxy for the differential immune response in small and large brains; and (3) to examine the influences of environmental enrichment and aging on the plasticity of the microglial morphological response following an immunological challenge (neurotropic arbovirus infection). Our findings reveal that the differences in microglia morphology across distantly related species under homeostatic condition cannot be attributed to the phylogenetic origin of the species. However, large and small brains, under similar non-homeostatic conditions, display differential microglial morphological responses, and we argue that age and environment interact to affect the microglia morphology after an immunological challenge; in particular, mice living in an enriched environment exhibit a more efficient immune response to the virus resulting in earlier removal of the virus and earlier return to the homeostatic morphological phenotype of microglia than it is observed in sedentary mice.

Fine-scale changes in speed and altitude suggest protean movements in homing pigeon flights

The power curve provides a basis for predicting adjustments that animals make in flight speed, for example in relation to wind, distance, habitat foraging quality and objective. However, relatively few studies have examined how animals respond to the landscape below them, which could affect speed and power allocation through modifications in climb rate and perceived predation risk. We equipped homing pigeons (Columba livia) with high-frequency loggers to examine how flight speed, and hence effort, varies in relation to topography and land cover. Pigeons showed mixed evidence for an energy-saving strategy, as they minimized climb rates by starting their ascent ahead of hills, but selected rapid speeds in their ascents. Birds did not modify their speed substantially in relation to land cover, but used higher speeds during descending flight, highlighting the importance of considering the rate of change in altitude before estimating power use from speed. Finally, we document an unexpected variability in speed and altitude over fine scales; a source of substantial energetic inefficiency. We suggest this may be a form of protean behaviour adopted to reduce predation risk when flocking is not an option, and that such a strategy could be widespread.

Work loop dynamics of the pigeon (Columba livia) humerotriceps demonstrate potentially diverse roles for active wing morphing

Control of wing shape is believed to be a key feature that allows most birds to produce aerodynamically efficient flight behaviors and high maneuverability. Anatomical organization of intrinsic wing muscles suggests specific roles for the different motor elements in wing shape modulation, but testing these hypothesized functions requires challenging measurements of muscle activation and strain patterns, and force dynamics. The wing muscles that have been best characterized during flight are the elbow muscles of the pigeon (Columba livia). In vivo studies during different flight modes revealed variation in strain profile, activation timing and duration, and contractile cycle frequency of the humerotriceps, suggesting that this muscle may alter wing shape in diverse ways. To examine the multifunction potential of the humerotriceps, we developed an in situ work loop approach to measure how activation duration and contractile cycle frequency affected muscle work and power across the full range of activation onset times. The humerotriceps produced predominantly net negative power, likely due to relatively long stimulus durations, indicating that it absorbs work, but the work loop shapes also suggest varying degrees of elastic energy storage and release. The humerotriceps consistently exhibited positive and negative instantaneous power within a single contractile cycle, across all treatments. When combined with previous in vivo studies, our results indicate that both within and across contractile cycles, the humerotriceps can dynamically shift among roles of actuator, brake, and stiff or compliant spring, based on activation properties that vary with flight mode.

Common noctules exploit low levels of the aerosphere

Aerial habitats present a challenge to find food across a large potential search volume, particularly for insectivorous bats that rely on echolocation calls with limited detection range and may forage at heights over 1000 m. To understand how bats use vertical space, we tracked one to five foraging flights of eight common noctules (Nyctalus noctula). Bats were tracked for their full foraging session (87.27 ± 24 min) using high-resolution atmospheric pressure radio transmitters that allowed us to calculate height and wingbeat frequency. Bats used diverse flight strategies, but generally flew lower than 40 m, with scouting flights to 100 m and a maximum of 300 m. We found no influence of weather on height, and high-altitude ascents were not preceded by an increase in foraging effort. Wingbeat frequency was independent from climbing or descending flight, and bats skipped wingbeats or glided in 10% of all observations. Wingbeat frequency was positively related to capture mass, and wingbeat frequency was positively related to time of night, indicating an effect of load increase over a foraging bout. Overall, individuals used a wide range of airspace including altitudes that put them at increased risk from human-made structures. Further work is needed to test the context of these flight decisions, particularly as individuals migrate throughout Europe.

Ascending flight and decelerating vertical glides in Anna's hummingbirds

Hummingbirds are observationally well known for their capacity to vertically ascend whilst hovering, but the underlying mechanics and possible energetic limits to ascent rates are unclear. Decelerations during vertical ascent to a fixed target may also be associated with specific visual responses to regulate the body's trajectory. Here, we studied climbing flight and subsequent deceleration in male Anna's hummingbirds (Calypte anna) over an approximately 2 m vertical distance. Birds reached vertical speeds and accelerations up to ∼4 m s^-1 and 10 m s^-2, respectively, through the use of flapping frequencies as high as 56 Hz and stroke amplitudes slightly greater than 180 deg. Total mass-specific power at maximal ascent speed was up to 92 W kg^-1 body mass. Near the end of the ascending trajectory, all individuals decelerated ballistically via cessation of flapping and folding of wings over the body without losing control, a behavior termed here a vertical glide. Visual modulation of the deceleration trajectory during ascent was indicated by a constant value (∼0.75) for the first derivative of the time-to-contact to target. Our results indicate that hummingbirds in rapid vertical ascent expended near-maximal power output during flight, but also tightly controlled their subsequent deceleration during the vertical glide.

Post-Hatching Growth of the Pectoralis Muscle in Pigeon and Its Functional Implications

The avian pectoralis muscle is responsible for the wing's downstroke, which provides birds with lift and thrust for flight. In the present study, architectural parameters were investigated through growth in the pigeon (Columba livia), an altricial bird species, from the ages of 4 days to 12 months, in order to assess the morphological changes and effects of increasing body mass. Muscle mass, fascicle length (FL), and physiological cross-sectional area (PCSA) increased with strong positive allometry. As an indicator of force production capacity, the PCSA increased 30-fold with the changes in body mass; it grew rapidly during the nesting period and post-fledging period into sexual maturity. The growth pattern of FL demonstrated a gradual increase before fledging and a marked increase after maturity. Taken together, the growth of the pectoralis was found to be dominated by a continuous increase in PCSA before maturity and subsequent increase in FL. These features were associated with the establishment and improvement of flight capability, and further revealed different strategies in maintaining relatively constant power prior to and after maturity. Anat Rec, 301:1564-1569, 2018. © 2018 Wiley Periodicals, Inc.

Homing pigeons (Columba livia) modulate wingbeat characteristics as a function of route familiarity

Mechanisms of avian navigation have received considerable attention, but whether different navigational strategies are accompanied by different flight characteristics is unknown. Managing energy expenditure is critical for survival; therefore, understanding how flight characteristics, and hence energy allocation, potentially change with birds' familiarity with a navigational task could provide key insights into the costs of orientation. We addressed this question by examining changes in the wingbeat characteristics and airspeed of homing pigeons (Columba livia) as they learned a homing task. Twenty-one pigeons were released 20 times individually either 3.85 or 7.06 km from home. Birds were equipped with 5 Hz GPS trackers and 200 Hz tri-axial accelerometers. We found that, as the birds' route efficiency increased during the first six releases, their median peak-to-peak dorsal body (DB) acceleration and median DB amplitude also increased. This, in turn, led to higher airspeeds, suggesting that birds fly slower when traversing unfamiliar terrain. By contrast, after route efficiency stabilised, birds exhibited increasing wingbeat frequencies, which did not result in further increases in speed. Overall, higher wind support was also associated with lower wingbeat frequencies and increased DB amplitude. Our study suggests that the cost of early flights from an unfamiliar location may be higher than subsequent flights because of both inefficient routes (increased distance) and lower airspeeds (increased time). Furthermore, the results indicate, for the first time, that birds modulate their wingbeat characteristics as a function of navigational knowledge, and suggest that flight characteristics may be used as 'signatures' of birds' route familiarity.

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.

Predicting power-optimal kinematics of avian wings

A theoretical model of avian flight is developed which simulates wing motion through a class of methods known as predictive simulation. This approach uses numerical optimization to predict power-optimal kinematics of avian wings in hover, cruise, climb and descent. The wing dynamics capture both aerodynamic and inertial loads. The model is used to simulate the flight of the pigeon, Columba livia, and the results are compared with previous experimental measurements. In cruise, the model unearths a vast range of kinematic modes that are capable of generating the required forces for flight. The most efficient mode uses a near-vertical stroke-plane and a flexed-wing upstroke, similar to kinematics recorded experimentally. In hover, the model predicts that the power-optimal mode uses an extended-wing upstroke, similar to hummingbirds. In flexing their wings, pigeons are predicted to consume 20% more power than if they kept their wings full extended, implying that the typical kinematics used by pigeons in hover are suboptimal. Predictions of climbing flight suggest that the most energy-efficient way to reach a given altitude is to climb as steeply as possible, subjected to the availability of power.

Robust post-stall perching with a simple fixed-wing glider using LQR-Trees

Birds routinely execute post-stall maneuvers with a speed and precision far beyond the capabilities of our best aircraft control systems. One remarkable example is a bird exploiting post-stall pressure drag in order to rapidly decelerate to land on a perch. Stall is typically associated with a loss of control authority, and it is tempting to attribute this agility of birds to the intricate morphology of the wings and tail, to their precision sensing apparatus, or their ability to perform thrust vectoring. Here we ask whether an extremely simple fixed-wing glider (no propeller) with only a single actuator in the tail is capable of landing precisely on a perch from a large range of initial conditions. To answer this question, we focus on the design of the flight control system; building upon previous work which used linear feedback control design based on quadratic regulators (LQR), we develop nonlinear feedback control based on nonlinear model-predictive control and 'LQR-Trees'. Through simulation using a flat-plate model of the glider, we find that both nonlinear methods are capable of achieving an accurate bird-like perching maneuver from a large range of initial conditions; the 'LQR-Trees' algorithm is particularly useful due to its low computational burden at runtime and its inherent performance guarantees. With this in mind, we then implement the 'LQR-Trees' algorithm on real hardware and demonstrate a 95 percent perching success rate over 147 flights for a wide range of initial speeds. These results suggest that, at least in the absence of significant disturbances like wind gusts, complex wing morphology and sensing are not strictly required to achieve accurate and robust perching even in the post-stall flow regime.

Transition from wing to leg forces during landing in birds

Transitions to and from the air are critical for aerial locomotion and likely shaped the evolution of flying animals. Research on take-off demonstrates that legs generate greater body accelerations compared to wings, and thereby contribute more to initial flight velocity. Here, we explore coordination between wings and legs in two species with different wingbeat styles, and quantified force production of these modules during the final phase of landing. The same birds we studied during take-off were used: zebra finch (Taeniopygia guttata, n=4) and diamond dove (Geopelia cuneata, n=3). We measured kinematics using high-speed video, aerodynamics using particle image velocimetry, and ground-reaction forces using a perch mounted on a force-plate. In contrast with the first three wingbeats of take-off, the final four wingbeats during landing featured ~2 times greater force production. Thus, wings contribute proportionally more to changes in velocity during the last phase of landing compared with the initial phase of take-off. Both species touched down at the same velocity (~1 m/s), but they exhibited significant differences in timing of their final wingbeat relative to touchdown. The ratio of average wing force to peak leg force was greater in doves than finches. Peak ground reaction forces during landing were ~50% of those during take-off, consistent with the birds being motivated to control landing. Likewise, estimations of mechanical energy flux for both species indicate wings produce 3-10 times more mechanical work within the final wingbeats of flight compared with the kinetic energy of the body absorbed by legs during ground contact.

Interpretation of body-mounted accelerometry in flying animals and estimation of biomechanical power

An idealized energy fluctuation model of a bird's body undergoing horizontal flapping flight is developed, focusing on the biomechanical power discernible to a body-mounted accelerometer. Expressions for flight body power constructed from root mean square dynamic body accelerations and wingstroke frequency are derived from first principles and presented in dimensionally appropriate units. As wingstroke frequency increases, the model generally predicts a gradual transition in power from a linear to an asymptotically cubic relationship. However, the onset of this transition and the degree to which this occurs depends upon whether and how forward vibrations are exploited for temporary energy storage and retrieval. While this may vary considerably between species and individual birds, it is found that a quadrature phase arrangement is generally advantageous during level flight. Gravity-aligned vertical acceleration always enters into the calculation of body power, but, whenever forward acceleration becomes relevant, its contribution is subtractive. Several novel kinematic measures descriptive of flapping flight are postulated, offering fresh insights into the processes involved in airborne locomotion. The limitations of the model are briefly discussed, and departures from its predictions during ascending and descending flight evaluated. These findings highlight how body-mounted accelerometers can offer a valuable, insightful and non-invasive technique for investigating the flight of free-ranging birds and bats.

Three-dimensional, high-resolution skeletal kinematics of the avian wing and shoulder during ascending flapping flight and uphill flap-running

Past studies have shown that birds use their wings not only for flight, but also when ascending steep inclines. Uphill flap-running or wing-assisted incline running (WAIR) is used by both flight-incapable fledglings and flight-capable adults to retreat to an elevated refuge. Despite the broadly varying direction of travel during WAIR, level, and descending flight, recent studies have found that the basic wing path remains relatively invariant with reference to gravity. If so, joints undergo disparate motions to maintain a consistent wing path during those specific flapping modes. The underlying skeletal motions, however, are masked by feathers and skin. To improve our understanding of the form-functional relationship of the skeletal apparatus and joint morphology with a corresponding locomotor behavior, we used XROMM (X-ray Reconstruction of Moving Morphology) to quantify 3-D skeletal kinematics in chukars (Alectoris chukar) during WAIR (ascending with legs and wings) and ascending flight (AF, ascending with wings only) along comparable trajectories. Evidence here from the wing joints demonstrates that the glenohumeral joint controls the vast majority of wing movements. More distal joints are primarily involved in modifying wing shape. All bones are in relatively similar orientations at the top of upstroke during both behaviors, but then diverge through downstroke. Total excursion of the wing is much smaller during WAIR and the tip of the manus follows a more vertical path. The WAIR stroke appears "truncated" relative to ascending flight, primarily stemming from ca. 50% reduction in humeral depression. Additionally, the elbow and wrist exhibit reduced ranges of angular excursions during WAIR. The glenohumeral joint moves in a pattern congruent with being constrained by the acrocoracohumeral ligament. Finally, we found pronounced lateral bending of the furcula during the wingbeat cycle during ascending flight only, though the phasic pattern in chukars is opposite of that observed in starlings (Sturnus vulgaris).

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.

Flexural stiffness of feather shafts: geometry rules over material properties

Flight feathers of birds interact with the flow field during flight. They bend and twist under aerodynamic loads. Two parameters are mainly responsible for flexibility in feathers: the elastic modulus (Young's modulus, E) of the material (keratin) and the geometry of the rachises, more precisely the second moment of area (I). Two independent methods were employed to determine Young's modulus of feather rachis keratin. Moreover, the second moment of area and the bending stiffness of feather shafts from fifth primaries of barn owls (Tyto alba) and pigeons (Columba livia) were calculated. These species of birds are of comparable body mass but differ in wing size and flight style. Whether their feather material (keratin) underwent an adaptation in stiffness was previously unknown. This study shows that no significant variation in Young's modulus between the two species exists. However, differences in Young's modulus between proximal and distal feather regions were found in both species. Cross-sections of pigeon rachises were particularly well developed and rich in structural elements, exemplified by dorsal ridges and a well-pronounced transversal septum. In contrast, cross-sections of barn owl rachises were less profiled but had a higher second moment of area. Consequently, the calculated bending stiffness (EI) was higher in barn owls as well. The results show that flexural stiffness is predominantly influenced by the geometry of the feathers rather than by local material properties.

The broad range of contractile behaviour of the avian pectoralis: functional and evolutionary implications

Wing-assisted incline running (WAIR) in birds combines the use of the wings and hindlimbs to ascend otherwise insurmountable obstacles. It is a means of escape in precocial birds before they are able to fly, and it is used by a variety of juvenile and adult birds as an alternative to flight for exploiting complex three-dimensional environments at the interface of the ground and air. WAIR and controlled flapping descent (CFD) are the bases of the ontogenetic-transitional wing hypothesis, wherein WAIR and CFD are proposed to be extant biomechanical analogs for incremental adaptive stages in the evolutionary origin of flight. A primary assumption of the hypothesis is that work and power requirements from the primary downstroke muscle, the pectoralis, incrementally increase from shallow- to steep-angled terrestrial locomotion, and between terrestrial and aerial locomotion. To test this assumption, we measured in vivo force, electromyographic (EMG) activity and length change in the pectoralis of pigeons (Columba livia) as the birds engaged in shallow and steep WAIR (65 and 85 deg, respectively) and in three modes of slow flight immediately following take-off: ascending at 80 deg, level and descending at -60 deg. Mean EMG amplitude, muscle stress, strain, work and power were minimal during shallow WAIR and increased stepwise from steep WAIR to descending flight and level flight to reach the highest levels during ascending flight. Relative to resting length of the pectoralis, fractional lengthening (maximum muscle strain) was similar among behaviors, but fractional shortening (minimum muscle strain) was absent during WAIR such that the pectoralis did not shorten to less than the resting length. These data dramatically extend the known range of in vivo contractile behavior for the pectoralis in birds. We conclude that WAIR remains a useful extant model for the evolutionary transition from terrestrial to aerial locomotion in birds because work and power requirements from the pectoralis increase incrementally during WAIR and from WAIR to flight.

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.

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.

Climbing flight performance and load carrying in lesser dog-faced fruit bats (Cynopterus brachyotis)

The metabolic cost of flight increases with mass, so animals that fly tend to exhibit morphological traits that reduce body weight. However, all flying animals must sometimes fly while carrying loads. Load carrying is especially relevant for bats, which experience nightly and seasonal fluctuations in body mass of 40% or more. In this study, we examined how the climbing flight performance of fruit bats (Cynopterus brachyotis; N=4) was affected by added loads. The body weights of animals were experimentally increased by 0, 7, 14 or 21% by means of intra-peritoneal injections of saline solution, and flights were recorded as animals flew upwards in a small enclosure. Using a model based on actuator disk theory, we estimated the mechanical power expended by the bats as they flew and separated that cost into different components, including the estimated costs of hovering, climbing and increasing kinetic energy. We found that even our most heavily loaded bats were capable of upward flight, but as the magnitude of the load increased, flight performance diminished. Although the cost of flight increased with loading, bats did not vary total induced power across loading treatment. This resulted in a diminished vertical velocity and thus shallower climbing angle with increased loads. Among trials there was considerable variation in power production, and those with greater power production tended to exhibit higher wingbeat frequencies and lower wing stroke amplitudes than trials with lower power production. Changes in stroke plane angle, downstroke wingtip velocity and wing extension did not correlate significantly with changes in power output. We thus observed the manner in which bats modulated power output through changes in kinematics and conclude that the bats in our study did not respond to increases in loading with increased power output because their typical kinematics already resulted in sufficient aerodynamic power to accommodate even a 21% increase in body weight.

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.

Wing and body kinematics of takeoff and landing flight in the pigeon (Columba livia)

Takeoff and landing are critical phases in a flight. To better understand the functional importance of the kinematic adjustments birds use to execute these flight modes, we studied the wing and body movements of pigeons (Columba livia) during short-distance free-flights between two perches. The greatest accelerations were observed during the second wingbeat of takeoff. The wings were responsible for the majority of acceleration during takeoff and landing, with the legs contributing only one-quarter of the acceleration. Parameters relating to aerodynamic power output such as downstroke amplitude, wingbeat frequency and downstroke velocity were all greatest during takeoff flight and decreased with each successive takeoff wingbeat. This pattern indicates that downstroke velocity must be greater for accelerating flight to increase the amount of air accelerated by the wings. Pigeons used multiple mechanisms to adjust thrust and drag to accelerate during takeoff and decelerate during landing. Body angle, tail angle and wing plane angles all shifted from more horizontal orientations during takeoff to near-vertical orientations during landing, thereby reducing drag during takeoff and increasing drag during landing. The stroke plane was tilted steeply downward throughout takeoff (increasing from -60+/-5 deg. to -47+/-1 deg.), supporting our hypothesis that a downward-tilted stroke plane pushes more air rearward to accelerate the bird forward. Similarly, the stroke plane tilted upward during landing (increasing from -1+/-2 deg. to 17+/-7 deg.), implying that an upward-tilted stroke plane pushes more air forward to slow the bird down. Rotations of the stroke plane, wing planes and tail were all strongly correlated with rotation of the body angle, suggesting that pigeons are able to redirect aerodynamic force and shift between flight modes through modulation of body angle alone.

Bats go head-under-heels: the biomechanics of landing on a ceiling

Bats typically roost head-under-heels but they cannot hover in this position, thus, landing on a ceiling presents a biomechanical challenge. To land, a bat must perform an acrobatic flip that brings the claws of the toes in contact with the ceiling and do so gently enough as to avoid injury to its slender hindlimbs. In the present study, we sought to determine how bats land, to seek a link between landing kinematics and ceiling impact forces, and to determine whether landing strategies vary among bat species. To do this, we measured the kinematics and kinetics of landing behaviour in three species of bats as they landed on a force-measuring platform (Cynopterus brachyotis, N=3; Carollia perspicillata, N=5; Glossophaga soricina, N=5). Kinematics were similar for all bats within a species but differed among species. C. brachyotis performed four-point landings, during which body pitch increased until the ventral surface of the body faced the ceiling and the thumbs and hindlimbs simultaneously grasped the surface. Bats of the other two species performed two-point landings, whereby only the hindlimbs made contact with the ceiling. During these two-point landings, the hindlimbs were drawn up the side of the body to come in contact with the ceiling, causing simultaneous changes in body pitch, roll and yaw over the course of the landing sequence. Right-handed and left-handed forms of the two-point landing were observed, with individuals often switching back and forth between them among landing events. The four-point landing of C. brachyotis resulted in larger peak forces (3.7+/-2.4 body weights; median +/- interquartile range) than the two-point landings of C. perspicillata (0.8+/-0.6 body weights) or G. soricina (0.8+/-0.2 body weights). Our results demonstrate that the kinematics and kinetics of landing vary among bat species and that there is a correlation between the way a bat moves its body when it lands and the magnitude of peak impact force it experiences during that landing. We postulate that these interspecific differences in impact force could result because of stronger selective pressure for gentle landing in cave-roosting (C. perspicillata, G. soricina) versus foliage-roosting (C. brachyotis) species.

The aerodynamic forces and pressure distribution of a revolving pigeon wing

The aerodynamic forces acting on a revolving dried pigeon wing and a flat card replica were measured with a propeller rig, effectively simulating a wing in continual downstroke. Two methods were adopted: direct measurement of the reaction vertical force and torque via a forceplate, and a map of the pressures along and across the wing measured with differential pressure sensors. Wings were tested at Reynolds numbers up to 108,000, typical for slow-flying pigeons, and considerably above previous similar measurements applied to insect and hummingbird wing and wing models. The pigeon wing out-performed the flat card replica, reaching lift coefficients of 1.64 compared with 1.44. Both real and model wings achieved much higher maximum lift coefficients, and at much higher geometric angles of attack (43°), than would be expected from wings tested in a windtunnel simulating translating flight. It therefore appears that some high-lift mechanisms, possibly analogous to those of slow-flying insects, may be available for birds flapping with wings at high angles of attack. The net magnitude and orientation of aerodynamic forces acting on a revolving pigeon wing can be determined from the differential pressure maps with a moderate degree of precision. With increasing angle of attack, variability in the pressure signals suddenly increases at an angle of attack between 33° and 38°, close to the angle of highest vertical force coefficient or lift coefficient; stall appears to be delayed compared with measurements from wings in windtunnels.

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.