Metabolic power, mechanical power and efficiency during wind tunnel flight by the European starlingSturnus vulgaris

Incorporating otolith-isotope inferred field metabolic rate into conservation strategies

Fluctuating ocean conditions are rearranging whole networks of marine communities-from individual-level physiological thresholds to ecosystem function. Physiological studies support predictions from individual-level responses (biochemical, cellular, tissue, respiratory potential) based on laboratory experiments. The otolith-isotope method of recovering field metabolic rate has recently filled a gap for the bony fishes, linking otolith stable isotope composition to in situ oxygen consumption and experienced temperature estimates. Here, we review the otolith-isotope method focusing on the biochemical and physiological processes that yield estimates of field metabolic rate. We identify a multidisciplinary pathway in the application of this method, providing concrete research goals (field, modeling) aimed at linking individual-level physiological data to higher levels of biological organization. We hope that this review will provide researchers with a transdisciplinary 'roadmap', guiding the use of the otolith-isotope method to bridge the gap between individual-level physiology, observational field studies, and modeling efforts, while ensuring that in situ data is central in marine policy-making aimed at mitigating climatic and anthropogenic threats.

How birds dissipate heat before, during and after flight

Animal flight uses metabolic energy at a higher rate than any other mode of locomotion. A relatively small proportion of the metabolic energy is converted into mechanical power; the remainder is given off as heat. Effective heat dissipation is necessary to avoid hyperthermia. In this study, we measured surface temperatures in lovebirds (Agapornis personatus) using infrared thermography and used heat transfer modelling to calculate heat dissipation by convection, radiation and conduction, before, during and after flight. The total non-evaporative rate of heat dissipation in flying birds was 12× higher than before flight and 19× higher than after flight. During flight, heat was largely dissipated by forced convection, via the exposed ventral wing areas, resulting in lower surface temperatures compared with birds at rest. When perched, both before and after exercise, the head and trunk were the main areas involved in dissipating heat. The surface temperature of the legs increased with flight duration and remained high on landing, suggesting that there was an increase in the flow of warmer blood to this region during and after flight. The methodology developed in this study to investigate how birds thermoregulate during flight could be used in future studies to assess the impact of climate change on the behavioural ecology of birds, particularly those species undertaking migratory flights.

Wake respirometry allows breath-by-breath assessment of ventilation and CO2 production in unrestrained animals

Quantifying stress and energetic responses in animals are major challenges, as existing methods lack temporal resolution and elevate animal stress. We propose “wake respirometry,” a new method of quantifying fine-scale changes in CO₂ production in unrestrained animals, using a nondispersive infrared CO₂ sensor positioned downwind of the animal, i.e., in its wake. We parameterize the dispersion of CO₂ in wakes using known CO₂ flow rates and wind speeds. Tests with three bird species in a wind tunnel demonstrated that the system can resolve breath-by-breath changes in CO₂ concentration, with clear exhalation signatures increasing in period and integral with body size. Changes in physiological state were detectable following handling, flight, and exposure to a perceived threat. We discuss the potential of wake respirometry to quantify stress and respiratory patterns in wild animals and provide suggestions for estimating behavior-specific metabolic rates via full integration of CO₂ production across the wake.

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We use open-path nondispersive infrared spectroscopy CO₂ sensor technology

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We measure ventilation rate and CO₂ production in the wake of unrestrained animals

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Rapid responses to stressors and recovery from exercise can be measured

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Metabolic rate could be calculated by full integration of the wake of exhaled CO₂

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.

A low-cost wind tunnel for bird flight experiments

A blower-type wind tunnel for physiological bird flight experiments has been developed, constructed and evaluated. Since the birds to be investigated are rather big (Northern Bald Ibis, Geronticus eremita), the cross-sectional area of the test section measures 2.5 m × 1.5 m. The maximum achievable flow speed is approximately 16 ms^-1. The wind tunnel exhibits a flexible outlet nozzle to provide up- and downdraft to allow for gliding and climbing flights. The current paper describes in detail the layout, design and construction of the wind tunnel including its control. Numerical simulations of the flow and measurements of the velocity distribution in the test section are presented. Apart from a non-homogeneous flow region in the mixing layer at the boundaries of the free jet, the test section exhibits a very even velocity distribution; the local speed deviates by less than two percent from the mean velocity. The turbulence intensity inside the test section was measured to be between 1 and 2%. As a constraint, a limited budget was available for the project. Four northern bald ibises were hand-raised and trained to fly in the wind tunnel.

SUPPLEMENTARY INFORMATION

The online version contains supplementary material available at 10.1007/s10336-021-01945-2.

Whole-body endothermy: ancient, homologous and widespread among the ancestors of mammals, birds and crocodylians

The whole‐body (tachymetabolic) endothermy seen in modern birds and mammals is long held to have evolved independently in each group, a reasonable assumption when it was believed that its earliest appearances in birds and mammals arose many millions of years apart. That assumption is consistent with current acceptance that the non‐shivering thermogenesis (NST) component of regulatory body heat originates differently in each group: from skeletal muscle in birds and from brown adipose tissue (BAT) in mammals. However, BAT is absent in monotremes, marsupials, and many eutherians, all whole‐body endotherms. Indeed, recent research implies that BAT‐driven NST originated more recently and that the biochemical processes driving muscle NST in birds, many modern mammals and the ancestors of both may be similar, deriving from controlled ‘slippage’ of Ca²⁺ from the sarcoplasmic reticulum Ca²⁺‐ATPase (SERCA) in skeletal muscle, similar to a process seen in some fishes. This similarity prompted our realisation that the capacity for whole‐body endothermy could even have pre‐dated the divergence of Amniota into Synapsida and Sauropsida, leading us to hypothesise the homology of whole‐body endothermy in birds and mammals, in contrast to the current assumption of their independent (convergent) evolution. To explore the extent of similarity between muscle NST in mammals and birds we undertook a detailed review of these processes and their control in each group. We found considerable but not complete similarity between them: in extant mammals the ‘slippage’ is controlled by the protein sarcolipin (SLN), in birds the SLN is slightly different structurally and its role in NST is not yet proved. However, considering the multi‐millions of years since the separation of synapsids and diapsids, we consider that the similarity between NST production in birds and mammals is consistent with their whole‐body endothermy being homologous. If so, we should expect to find evidence for it much earlier and more widespread among extinct amniotes than is currently recognised. Accordingly, we conducted an extensive survey of the palaeontological literature using established proxies. Fossil bone histology reveals evidence of sustained rapid growth rates indicating tachymetabolism. Large body size and erect stature indicate high systemic arterial blood pressures and four‐chambered hearts, characteristic of tachymetabolism. Large nutrient foramina in long bones are indicative of high bone perfusion for rapid somatic growth and for repair of microfractures caused by intense locomotion. Obligate bipedality appeared early and only in whole‐body endotherms. Isotopic profiles of fossil material indicate endothermic levels of body temperature. These proxies led us to compelling evidence for the widespread occurrence of whole‐body endothermy among numerous extinct synapsids and sauropsids, and very early in each clade's family tree. These results are consistent with and support our hypothesis that tachymetabolic endothermy is plesiomorphic in Amniota. A hypothetical structure for the heart of the earliest endothermic amniotes is proposed. We conclude that there is strong evidence for whole‐body endothermy being ancient and widespread among amniotes and that the similarity of biochemical processes driving muscle NST in extant birds and mammals strengthens the case for its plesiomorphy.

Flight muscle and heart phenotypes in the high-flying ruddy shelduck

Ruddy shelduck migrate from wintering grounds in lowland India and Myanmar to breeding grounds in central China and Mongolia, sustaining flight over the Himalayas, where oxygen availability is greatly reduced. We compared phenotypes of the pectoralis muscle and the ventricle of the heart from ruddy shelduck and common shelduck (a closely related low-altitude congener) that were raised in common conditions at sea level, predicting that oxidative capacity would be greater in ruddy shelduck to support high-altitude migration. Fibre-type composition of the pectoralis and the maximal activity of eight enzymes involved in mitochondrial energy metabolism in the pectoralis and heart, were compared between species. Few differences distinguished ruddy shelduck from common shelduck in the flight muscle, with the exception that ruddy shelduck had higher activities of complex II and higher ratios of complex IV (cytochrome c oxidase) and complex II when expressed relative to citrate synthase activity. There were no species differences in fibre-type composition, so these changes in enzyme activity may reflect an evolved modification in the functional properties of muscle mitochondria, potentially influencing mitochondrial respiratory capacity and/or oxygen affinity. Ruddy shelduck also had higher lactate dehydrogenase activity concurrent with lower pyruvate kinase and hexokinase activity in the left ventricle, which likely reflects an increased capacity for lactate oxidation by the heart. We conclude that changes in pathways of mitochondrial energy metabolism in the muscle and heart may contribute to the ability of ruddy shelduck to fly at high altitude.

Measuring power input, power output and energy conversion efficiency in un-instrumented flying birds

Cost of flight at various speeds is a crucial determinant of flight behaviour in birds. Aerodynamic models, predicting that mechanical power (Pmech) varies with flight speed in a U-shaped manner, have been used together with an energy conversion factor (efficiency) to estimate metabolic power (Pmet). Despite few empirical studies, efficiency has been assumed constant across flight speeds at 23%. Ideally, efficiency should be estimated from measurements of both Pmech and Pmet in un-instrumented flight. Until recently, progress has been hampered by methodological constraints. The main aim of this study was to evaluate recently developed techniques and estimate flight efficiency across flight speeds. We used the 13C-labelled sodium bicarbonate method (NaBi) and particle image velocimetry (PIV) to measure Pmet and Pmech in blackcaps flying in a wind tunnel. We also cross-validated measurements made by NaBi with quantitative magnetic resonance (QMR) body composition analysis in yellow-rumped warblers. We found that Pmet estimated by NaBi was ∼12% lower than corresponding values estimated by QMR. Pmet varied in a U-shaped manner across flight speeds in blackcaps, but the pattern was not statistically significant. Pmech could only be reliably measured for two intermediate speeds and estimated efficiency ranged between 14% and 22% (combining the two speeds for raw and weight/lift-specific power, with and without correction for the ∼12% difference between NaBi and QMR), which were close to the currently used default value. We conclude that NaBi and PIV are viable techniques, allowing researchers to address some of the outstanding questions regarding bird flight energetics.

On the mechanical power output required for human running - Insight from an analytical model

In this paper the dynamics of human running on flat terrain and the required mechanical power output with its dependency on various parameters is investigated. Knowing the required mechanical power output is of relevance due to its relationship with the metabolic power. For example, a better understanding of the dependencies of required mechanical power output on weight, running and wind speed, step frequency, ground contact time etc. is very valuable for the assessment, analysis and optimization of running performance. Therefore, a mathematical model based on very few assumptions is devised. The purpose of the proposed model is to relate running speed and required mechanical power output as an algebraic function of the runner's mass, height, step rate, ground contact time and wind speed. This is relevant in order to better understand the mechanical energy cost of locomotion, and how much it depends on which parameters. The first of the main energy dissipation mechanisms is due to vertical oscillation, i.e., during each step some of the potential energy difference gets transformed into heat. The second mechanism is due to the anterior ground reaction force during the first part of stance and the third is due to aerodynamic drag. With the approximations of constant running speed and a sinusoidal vertical ground reaction force profile one obtains closed algebraic expressions for the center of mass trajectory and the required mechanical power output. Comparisons of model predictions and reported performance data suggest that approximately a quarter of the ground impact energy is stored during the first part of ground contact and then released during the remaining stance phase. Further, one can conclude from the model that less mechanical power output is required when running with higher step rates and a higher center of mass. Non intuitive is the result that a shorter ground contact time is beneficial for fast runs, while the opposite holds for slow runs. An important advantage of the devised model compared to others is that it leads to closed algebraic expressions for the center of mass trajectory and mechanical power output, which are functions of measurable quantities, i.e., of step rate, ground contact time, running speed, runner's mass, center of mass height, aerodynamic drag at some given speed, wind speed and heart rate. Moreover, the model relies on very few assumptions, which have been verified, and the only tuning parameter is the ratio of recovered elastic energy.

Flight costs in volant vertebrates: A phylogenetically-controlled meta-analysis of birds and bats

Flight costs play an important role in determining the behavior, ecology, and physiology of birds and bats. Mechanical flight costs can be estimated from aerodynamics. However, measured metabolic flight costs (oxygen consumption rate) are less accurately predicted by flight theory, either because of (1) variation in flight efficiency across species, (2) variation in how basal costs interact with flight costs or (3) methodological biases. To tease apart these three hypotheses, we conducted a phylogenetically-controlled meta-analysis based on data from birds and bats. Birds doing short flights in a lab had higher metabolic rates than those with sustained flapping flight. In turn, species that used sustained flapping flight had a higher metabolic rate than those that flew primarily via gliding. Models accounting for relatedness (phylogeny) explained the data better than those that did not, which is congruent with the idea that several different flight Bauplans have evolved within birds and bats. Focusing on species with sustained flapping flight, for which more data are currently available, we found that flight cost estimates were not affected by measurement methods in both birds and bats. However, efficiency increased with body mass and decreased with flight speed in both birds and bats. Basal metabolic rate was additive to flight metabolic rate in bats but not birds. We use these results to derive an equation for estimating metabolic flight costs of birds and bats that includes variation in whole animal efficiency with flight speed and body mass.

Sexual size dimorphism, prey morphology and catch success in relation to flight mechanics in the peregrine falcon: a simulation study

In common with many other raptors, female peregrine falcons Falco peregrinus are about 50% heavier than males. Their sexual dimorphism is thought to allow breeding pairs to exploit a wider range of prey through a division of labor: the male being able to catch more maneuverable prey species; the female capable of carrying larger ones. Given the difficulty of assessing the catch success and load carrying capacity of both sexes of falcon in the field, we here adopt a novel approach to test the division-of-labor theory by using a detailed physics-based flight simulator of birds. We study attacks by male and female peregrines on prey species ranging from small passerines to large ducks, testing how catch success relates to the flight performance of predator and prey. Males prove to be better than females at catching highly maneuverable prey in level flight, but the catch success of both sexes improves and becomes more similar when diving, because of the higher aerodynamic forces that are available to both sexes for maneuvering in high-speed flight. The higher maximum roll acceleration of the male peregrine explains its edge over the female in catching maneuverable prey in level flight. Overall, catch success is more strongly influenced by the differences in maneuverability that exist between different species of prey than between the different sexes of falcon. On the other hand, the female can carry up to 50% greater loads than the male. More generally, our detailed simulation approach highlights the importance of several previously overlooked features of attack and escape. In particular, we find that it is not the prey's instantaneous maximum centripetal acceleration but the prey's ability to sustain a high centripetal acceleration for an extended period of time that is the primary driver of the variation in catch success across species.

Flight range, fuel load and the impact of climate change on the journeys of migrant birds

Climate change is predicted to increase migration distances for many migratory species, but the physiological and temporal implications of longer migratory journeys have not been explored. Here, we combine information about species' flight range potential and migratory refuelling requirements to simulate the number of stopovers required and the duration of current migratory journeys for 77 bird species breeding in Europe. Using tracking data, we show that our estimates accord with recorded journey times and stopovers for most species. We then combine projections of altered migratory distances under climate change with models of avian flight to predict future migratory journeys. We find that 37% of migratory journeys undertaken by long-distance migrants will necessitate an additional stopover in future. These greater distances and the increased number of stops will substantially increase overall journey durations of many long-distance migratory species, a factor not currently considered in climate impact studies.

Bioenergetics-adverse outcome pathway: Linking organismal and suborganismal energetic endpoints to adverse outcomes

Adverse outcome pathways (AOPs) link toxicity across levels of biological organization, and thereby facilitate the development of suborganismal responses predictive of whole-organism toxicity and provide the mechanistic information necessary for science-based extrapolation to population-level effects. Thus far AOPs have characterized various acute and chronic toxicity pathways; however, the potential for AOPs to explicitly characterize indirect, energy-mediated effects from toxicants has yet to be fully explored. Indeed, although exposure to contaminants can alter an organism's energy budget, energetic endpoints are rarely incorporated into ecological risk assessment because there is not an integrative framework for linking energetic effects to organismal endpoints relevant to risk assessment (e.g., survival, reproduction, growth). In the present analysis, we developed a generalized bioenergetics-AOP in an effort to make better use of energetic endpoints in risk assessment, specifically exposure scenarios that generate an energetic burden to organisms. To evaluate empirical support for a bioenergetics-AOP, we analyzed published data for links between energetic endpoints across levels of biological organization. We found correlations between 1) cellular energy allocation and whole-animal growth, and 2) metabolic rate and scope for growth. Moreover, we reviewed literature linking energy availability to nontraditional toxicological endpoints (e.g., locomotor performance), and found evidence that toxicants impair aerobic performance and activity. We conclude by highlighting current knowledge gaps that should be addressed to develop specific bioenergetics-AOPs. Environ Toxicol Chem 2019;38:27-45. © 2018 SETAC.

Physics-based simulations of aerial attacks by peregrine falcons reveal that stooping at high speed maximizes catch success against agile prey

The peregrine falcon Falco peregrinus is renowned for attacking its prey from high altitude in a fast controlled dive called a stoop. Many other raptors employ a similar mode of attack, but the functional benefits of stooping remain obscure. Here we investigate whether, when, and why stooping promotes catch success, using a three-dimensional, agent-based modeling approach to simulate attacks of falcons on aerial prey. We simulate avian flapping and gliding flight using an analytical quasi-steady model of the aerodynamic forces and moments, parametrized by empirical measurements of flight morphology. The model-birds’ flight control inputs are commanded by their guidance system, comprising a phenomenological model of its vision, guidance, and control. To intercept its prey, model-falcons use the same guidance law as missiles (pure proportional navigation); this assumption is corroborated by empirical data on peregrine falcons hunting lures. We parametrically vary the falcon’s starting position relative to its prey, together with the feedback gain of its guidance loop, under differing assumptions regarding its errors and delay in vision and control, and for three different patterns of prey motion. We find that, when the prey maneuvers erratically, high-altitude stoops increase catch success compared to low-altitude attacks, but only if the falcon’s guidance law is appropriately tuned, and only given a high degree of precision in vision and control. Remarkably, the optimal tuning of the guidance law in our simulations coincides closely with what has been observed empirically in peregrines. High-altitude stoops are shown to be beneficial because their high airspeed enables production of higher aerodynamic forces for maneuvering, and facilitates higher roll agility as the wings are tucked, each of which is essential to catching maneuvering prey at realistic response delays.

Peregrine falcons are famed for their high-speed, high-altitude stoops. Hunting prey at perhaps the highest speed of any animal places a stooping falcon under extraordinary physical, physiological, and cognitive demands, yet it remains unknown how this behavioural strategy promotes catch success. Because the behavioral aspects of stooping are intimately related to its biomechanical constraints, we address this question through an embodied cognition approach. We model the falcon’s cognition using guidance laws inspired by theory and experiment, and embody this in a physics-based simulation of predator and prey flight. Stooping maximizes catch success against agile prey by minimizing roll inertia and maximizing the aerodynamic forces available for maneuvering, but requires a tightly tuned guidance law, and exquisitely precise vision and control.

Does the Treadmill Support Valid Energetics Estimates of Field Locomotion?

SYNOPSIS

Quantifying animal energy expenditure during locomotion in the field is generally based either on treadmill measurements or on estimates derived from a measured proxy. Two common proxies are heart rate (ƒH) and dynamic body acceleration (accelerometry). Both ƒH and accelerometry have been calibrated extensively under laboratory conditions, which typically involve prompting the animal to locomote on a treadmill at different speeds while simultaneously recording its rate of oxygen uptake (V̇o2) and the proxy. Field estimates of V̇o2 during locomotion obtained directly from treadmill running or from treadmill-calibrated proxies make assumptions about similarities between running in the field and in the laboratory. The present study investigated these assumptions, focusing on humans as a tractable species. First we investigated experimentally if and how the rate of energy expenditure during treadmill locomotion differs to that during field locomotion at the same speeds, with participants walking and running on a treadmill, on tarmac, and on grass, while wearing a mobile respirometry system. V̇o2 was substantially higher during locomotion in both of the field conditions compared with on a level treadmill: 9.1% on tarmac and 17.7% on grass. Second, we included these data in a meta-analysis of previous, related studies. The results were influenced by the studies excluded due to particulars of the experiment design, suggesting that participant age, the surface type, and the degree of turning during field locomotion may influence by how much treadmill and field locomotion V̇o2 differ. Third, based on our experiments described earlier, we investigated the accuracy of treadmill-calibrated accelerometry and ƒH for estimating V̇o2 in the field. The mean algebraic estimate errors varied between 10% and 35%, with the ƒH associated errors being larger than those derived from accelerometry. The mean algebraic errors were all underestimates of field V̇o2, by around 10% for fH and varying between 0% and 15% for accelerometry. Researchers should question and consider how accurately a treadmill-derived proxy calibration of V̇o2 will estimate V̇o2 during terrestrial locomotion in free-living animals.

A new low-turbulence wind tunnel for animal and small vehicle flight experiments

Our understanding of animal flight benefits greatly from specialized wind tunnels designed for flying animals. Existing facilities can simulate laminar flow during straight, ascending and descending flight, as well as at different altitudes. However, the atmosphere in which animals fly is even more complex. Flow can be laminar and quiet at high altitudes but highly turbulent near the ground, and gusts can rapidly change wind speed. To study flight in both laminar and turbulent environments, a multi-purpose wind tunnel for studying animal and small vehicle flight was built at Stanford University. The tunnel is closed-circuit and can produce airspeeds up to 50 m s^-1 in a rectangular test section that is 1.0 m wide, 0.82 m tall and 1.73 m long. Seamless honeycomb and screens in the airline together with a carefully designed contraction reduce centreline turbulence intensities to less than or equal to 0.030% at all operating speeds. A large diameter fan and specialized acoustic treatment allow the tunnel to operate at low noise levels of 76.4 dB at 20 m s^-1. To simulate high turbulence, an active turbulence grid can increase turbulence intensities up to 45%. Finally, an open jet configuration enables stereo high-speed fluoroscopy for studying musculoskeletal control in turbulent flow.

Counting calories in cormorants: dynamic body acceleration predicts daily energy expenditure measured in pelagic cormorants

The integral of the dynamic component of acceleration over time has been proposed as a measure of energy expenditure in wild animals. We tested that idea by attaching accelerometers to the tails of free-ranging pelagic cormorants (Phalacrocorax pelagicus) and simultaneously estimating energy expenditure using doubly labelled water. Two different formulations of dynamic body acceleration, [vectorial and overall DBA (VeDBA and ODBA)], correlated with mass-specific energy expenditure (both R(2)=0.91). VeDBA models combining and separately parameterizing flying, diving, activity on land and surface swimming were consistently considered more parsimonious than time budget models and showed less variability in model fit. Additionally, we observed evidence for the presence of hypometabolic processes (i.e. reduced heart rate and body temperature; shunting of blood away from non-essential organs) that suppressed metabolism in cormorants while diving, which was the most metabolically important activity. We concluded that a combination of VeDBA and physiological processes accurately measured energy expenditure for cormorants.

The wake of hovering flight in bats

Hovering means stationary flight at zero net forward speed, which can be achieved by animals through muscle powered flapping flight. Small bats capable of hovering typically do so with a downstroke in an inclined stroke plane, and with an aerodynamically active outer wing during the upstroke. The magnitude and time history of aerodynamic forces should be reflected by vorticity shed into the wake. We thus expect hovering bats to generate a characteristic wake, but this has until now never been studied. Here we trained nectar-feeding bats, Leptonycteris yerbabuenae, to hover at a feeder and using time-resolved stereoscopic particle image velocimetry in conjunction with high-speed kinematic analysis we show that hovering nectar-feeding bats produce a series of bilateral stacked vortex loops. Vortex visualizations suggest that the downstroke produces the majority of the weight support, but that the upstroke contributes positively to the lift production. However, the relative contributions from downstroke and upstroke could not be determined on the basis of the wake, because wake elements from down- and upstroke mix and interact. We also use a modified actuator disc model to estimate lift force, power and flap efficiency. Based on our quantitative wake-induced velocities, the model accounts for weight support well (108%). Estimates of aerodynamic efficiency suggest hovering flight is less efficient than forward flapping flight, while the overall energy conversion efficiency (mechanical power output/metabolic power) was estimated at 13%.

Individual variation in parental workload and breeding productivity in female European starlings: is the effort worth it?

We analyzed individual variation in work load (nest visit rate) during chick-rearing, and the consequences of this variation in terms of breeding productivity, in a highly synchronous breeder, the European starling (Sturnus vulgaris) focusing on female birds. There was marked (10- to 16-fold) variation in total, female and male nest visit rates, among individuals, but individual variation in female nest visit rate was independent of environment (rainfall, temperature) and metrics of individual quality (laying date, clutch size, amount of male provisioning help), and was only weakly associated with chick demand (i.e., day 6 brood size). Female nest visit rate was independent of date and experimentally delayed birds provisioned at the same rate as peak-nesting birds; supporting a lack of effect of date per se. Brood size at fledging was positively but weakly related to total nest visit rate (male + female), with >fivefold variation in nest visit rate for any given brood size, and in females brood size at fledging and chick mass at fledging were independent of female nest visit rate, that is, individual variation in workload was not associated with higher productivity. Nevertheless, nest visit rate in females was repeatable among consecutive days (6–8 posthatching), and between peak (first) and second broods, but not among years. Our data suggest that individual females behave as if committed to a certain level of parental care at the outset of their annual breeding attempt, but this varies among years, that is, behavior is not fixed throughout an individual's life but represents an annually variable decision. We suggest females are making predictable decisions about their workload during provisioning that maximizes their overall fitness based on an integration of information on their current environment (although these cues currently remain unidentified).

Fuel metabolism in Canada geese: effects of glucagon on glucose kinetics

During prolonged fasting, birds must rely on glucose mobilization to maintain normoglycemia. Glucagon is known to modulate avian energy metabolism during prolonged fasting, but the metabolic effects of this hormone on long-distance migrant birds have never been investigated. Our goal was to determine whether glucagon regulates the mobilization of the main lipid and carbohydrate fuels in migrant birds. Using the Canada goose (Branta canadensis) as a model species, we looked for evidence of fuel mobilization via changes in metabolite concentrations. No changes could be found for any lipid fraction, but glucagon elicited a strong increase in glucose concentration. Therefore, we aimed to quantify the effects of this hormone on glucose kinetics using continuous infusion of 6-[(3)H]-d-glucose. Glucagon was found to cause a 50% increase in glucose mobilization (from 22.2 ± 2.4 μmol·kg(-1)·min(-1) to 33.5 ± 3.3 μmol·kg(-1)·min(-1)) and, together with an unchanged rate of carbohydrate oxidation, led to a 90% increase in plasma glucose concentration. This hormone also led to a twofold increase in plasma lactate concentration. No changes in plasma lipid concentration or composition were observed. This study is the first to demonstrate how glucagon modulates glucose kinetics in a long-distance migrant bird and to quantify its rates of glucose mobilization.

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.

The aerodynamic cost of flight in the short-tailed fruit bat (Carollia perspicillata): comparing theory with measurement

Aerodynamic theory has long been used to predict the power required for animal flight, but widely used models contain many simplifications. It has been difficult to ascertain how closely biological reality matches model predictions, largely because of the technical challenges of accurately measuring the power expended when an animal flies. We designed a study to measure flight speed-dependent aerodynamic power directly from the kinetic energy contained in the wake of bats flying in a wind tunnel. We compared these measurements with two theoretical predictions that have been used for several decades in diverse fields of vertebrate biology and to metabolic measurements from a previous study using the same individuals. A high-accuracy displaced laser sheet stereo particle image velocimetry experimental design measured the wake velocities in the Trefftz plane behind four bats flying over a range of speeds (3-7 m s(-1)). We computed the aerodynamic power contained in the wake using a novel interpolation method and compared these results with the power predicted by Pennycuick's and Rayner's models. The measured aerodynamic power falls between the two theoretical predictions, demonstrating that the models effectively predict the appropriate range of flight power, but the models do not accurately predict minimum power or maximum range speeds. Mechanical efficiency--the ratio of aerodynamic power output to metabolic power input--varied from 5.9% to 9.8% for the same individuals, changing with flight speed.

Hawkmoth flight stability in turbulent vortex streets

Shedding of vortices is a common phenomenon in the atmosphere over a wide range of spatial and temporal scales. However, it is unclear how these vortices of varying scales affect the flight performance of flying animals. In order to examine these interactions, we trained seven hawkmoths (Manduca sexta) (wingspan ~9 cm) to fly and feed in a wind tunnel under steady flow (controls) and in the von Kármán vortex street of vertically oriented cylinders (two different cylinders with diameters of 10 and 5 cm) at speeds of 0.5, 1 and 2 m s(-1). Cylinders were placed at distances of 5, 25 and 100 cm upstream of the moths. Moths exhibited large amplitude yaw oscillations coupled with modest oscillations in roll and pitch, and slight increases in wingbeat frequency when flying in both the near (recirculating) and middle (vortex dominated) wake regions. Wingbeat amplitude did not vary among treatments, except at 1 m s(-1) for the large cylinder. Yaw and roll oscillations were synchronized with the vortex shedding frequencies in moths flying in the wake of the large cylinder at all speeds. In contrast, yaw and pitch were synchronized with the shedding frequency of small vortices at speeds ≤1 m s(-1). Oscillations in body orientation were also substantially smaller in the small cylinder treatment when compared with the large cylinder, regardless of temporal or non-dimensional spatial scale. Moths flying in steady conditions reached a higher air speed than those flying into cylinder wakes. In general, flight effects produced by the cylinder wakes were qualitatively similar among the recirculating and vortex-dominated wake regions; the magnitude of those effects, however, declined gradually with downstream distance.

Flight metabolism in relation to speed in Chiroptera: testing the U-shape paradigm in the short-tailed fruit bat Carollia perspicillata

Aerodynamic theory predicts that flight for fixed-wing aircraft requires more energy at low and high speeds compared with intermediate speeds, and this theory has often been extended to predict speed-dependent metabolic rates and optimal flight speeds for flying animals. However, the theoretical U-shaped flight power curve has not been robustly tested for Chiroptera, the only mammals capable of flapping flight. We examined the metabolic rate of seven Seba's short-tailed fruit bats (Carollia perspicillata) during unrestrained flight in a wind tunnel at air speeds from 1 to 7 m s(-1). Following intra-peritoneal administration of (13)C-labeled Na-bicarbonate, we measured the enrichment in (13)C of exhaled breath before and after flight. We converted fractional turnover of (13)C into metabolic rate and power, based on the assumption that bats oxidized glycogen during short flights. Power requirements of flight varied with air speed in a U-shaped manner in five out of seven individuals, whereas energy turnover was not related to air speed in two individuals. Power requirements of flight were close to values predicted by Pennycuick's aerodynamic model for minimum power speed, but differed for maximum range speed. The results of our experiment support the theoretical expectation of a U-shaped power curve for flight metabolism in a bat.

Accelerometry predicts daily energy expenditure in a bird with high activity levels

Animal ecology is shaped by energy costs, yet it is difficult to measure fine-scale energy expenditure in the wild. Because metabolism is often closely correlated with mechanical work, accelerometers have the potential to provide detailed information on energy expenditure of wild animals over fine temporal scales. Nonetheless, accelerometry needs to be validated on wild animals, especially across different locomotory modes. We merged data collected on 20 thick-billed murres (Uria lomvia) from miniature accelerometers with measurements of daily energy expenditure over 24 h using doubly labelled water. Across three different locomotory modes (swimming, flying and movement on land), dynamic body acceleration was a good predictor of daily energy expenditure as measured independently by doubly labelled water (R(2) = 0.73). The most parsimonious model suggested that different equations were needed to predict energy expenditure from accelerometry for flying than for surface swimming or activity on land (R(2) = 0.81). Our results demonstrate that accelerometers can provide an accurate integrated measure of energy expenditure in wild animals using many different locomotory modes.

Limits to sustained energy intake. XIII. Recent progress and future perspectives

Several theories have been proposed to explain limits on the maximum rate at which animals can ingest and expend energy. These limits are likely to be intrinsic to the animal, and potentially include the capacity of the alimentary tract to assimilate energy – the ‘central limitation’ hypothesis. Experimental evidence from lactating mice exposed to different ambient temperatures allows us to reject this and similar ideas. Two alternative ideas have been proposed. The ‘peripheral limitation’ hypothesis suggests that the maximal sustained energy intake reflects the summed demands of individual tissues, which have their own intrinsic limitations on capacity. In contrast, the ‘heat dissipation limit’ (HDL) theory suggests that animals are constrained by the maximal capacity to dissipate body heat. Abundant evidence in domesticated livestock supports the HDL theory, but data from smaller mammals are less conclusive. Here, we develop a novel framework showing how the HDL and peripheral limitations are likely to be important in all animals, but to different extents. The HDL theory makes a number of predictions – in particular that there is no fixed limit on sustained energy expenditure as a multiple of basal metabolic rate, but rather that the maximum sustained scope is positively correlated with the capacity to dissipate heat.

The metabolic power requirements of flight and estimations of flight muscle efficiency in the cockatiel (Nymphicus hollandicus)

Little is known about how in vivo muscle efficiency, that is the ratio of mechanical and metabolic power, is affected by changes in locomotory tasks. One of the main problems with determining in vivo muscle efficiency is the large number of muscles generally used to produce mechanical power. Animal flight provides a unique model for determining muscle efficiency because only one muscle, the pectoralis muscle, produces nearly all of the mechanical power required for flight. In order to estimate in vivo flight muscle efficiency, we measured the metabolic cost of flight across a range of flight speeds (6-13 m s(-1)) using masked respirometry in the cockatiel (Nymphicus hollandicus) and compared it with measurements of mechanical power determined in the same wind tunnel. Similar to measurements of the mechanical power-speed relationship, the metabolic power-speed relationship had a U-shape, with a minimum at 10 m s(-1). Although the mechanical and metabolic power-speed relationships had similar minimum power speeds, the metabolic power requirements are not a simple multiple of the mechanical power requirements across a range of flight speeds. The pectoralis muscle efficiency (estimated from mechanical and metabolic power, basal metabolism and an assumed value for the 'postural costs' of flight) increased with flight speed and ranged from 6.9% to 11.2%. However, it is probable that previous estimates of the postural costs of flight have been too low and that the pectoralis muscle efficiency is higher.

Comparison between mechanical power requirements of flight estimated using an aerodynamic model and in vitro muscle performance in the cockatiel (Nymphicus hollandicus)

There have been few comparisons between the relationship between the mechanical power requirements of flight and flight speed obtained using different approaches. It is unclear whether differences in the power–speed relationships reported in the literature are due to the use of different techniques for determining flight power or due to inter-specific differences. Here we compare the power–speed relationships in cockatiels (Nymphicus hollandicus) determined using both an aerodynamic model and measurements of in vitro performance of bundles of pectoralis muscle fibres under simulated in vivo strain and activity patterns. Aerodynamic power was calculated using different ranges of values for the coefficients in the equations: induced power factor (k 1.0–1.4), the profile (CD,pro 0.01–0.03) and parasite drag (CD,par 0.05–0.195) coefficients. We found that the aerodynamic power-speed relationship was highly sensitive to the values assumed for these coefficients and best fit the power calculated from in vitro muscle performance when k=1.2, CD,pro=0.02 and CD,par=0.13.

Energy expenditure during flight in relation to body mass: effects of natural increases in mass and artificial load in Rose Coloured Starlings

Rose Coloured Starlings (Sturnus roseus) flew repeatedly for several hours in a wind tunnel while undergoing spontaneous variation in body mass. The treatments were as follows: flying unrestrained (U), with a control harness of 1.2% of their body mass (C), or with a harness of 7.4% of their body mass, which was either applied immediately before the flight (L_S) or at least 9 days in advance (L_L). Energy expenditure during flight (e_f in W) was measured with the Doubly Labelled Water method. Flight costs in L_S and L_L were not significantly different and therefore were pooled (L). The harness itself did not affect e_f, i.e. U and C flights were not different. e_f was allometrically related with body mass m (in g). The slopes were not significantly different between the treatments, but e_f was increased by 5.4% in L compared to C flights (log₁₀(e_f) = 0.050 + 0.47 × log₁₀(m) for C, and log₁₀(e_f) = 0.073 + 0.47 × log₁₀(m) for L). The difference in e_f between C, L_S and L_L was best explained by taking the transported mass m_transp (in g) instead of m into account (log₁₀(e_f) = −0.08 + 0.54 × log₁₀(m_transp)). Flight costs increased to a lesser extent than expected from interspecific allometric comparison or aerodynamic theory, regardless of whether the increase in mass occurred naturally or artificially. We did not observe an effect of treatment on breast muscle size and wingbeat frequency. We propose that the relatively low costs at a high mass are rather a consequence of immediate adjustments in physiology and/or flight behaviour than of long-term adaptations.

Long flights and age affect oxidative status of homing pigeons (Columba livia)

Flying is an energy demanding activity that imposes several physiological challenges on birds, such as increase in energy expenditure. Evidence from sports medicine shows that exhausting exercise may cause oxidative stress. Studies on avian flight have so far considered several blood parameters, such as uric acid, corticosteroids, or circulating free fatty acids, but only one study has analysed markers of oxidative stress in flying birds. In this study, we evaluated, for the first time, how different flight efforts affect the oxidative status using homing pigeons (Columba livia) as a model species. Two groups of pigeons flew for around 60 and 200 km, respectively. Pigeons that flew for 200 km had a 54% increase in oxidative damage as measured by serum reactive oxygen metabolites (ROMs), a 19% drop in total serum antioxidant capacity (OXY) and an 86% increase of oxidative stress (ROMs/OXYx1000). Older pigeons depleted more serum antioxidants regardless of the release distance. Among pigeons that flew the longer distance, heavier ones depleted less serum antioxidants. The results of the study suggest that long flights may cause oxidative stress, and that older individuals may experience higher physiological demands.

Did pterosaurs feed by skimming? Physical modelling and anatomical evaluation of an unusual feeding method

Similarities between the anatomies of living organisms are often used to draw conclusions regarding the ecology and behaviour of extinct animals. Several pterosaur taxa are postulated to have been skim-feeders based largely on supposed convergences of their jaw anatomy with that of the modern skimming bird, Rynchops spp. Using physical and mathematical models of Rynchops bills and pterosaur jaws, we show that skimming is considerably more energetically costly than previously thought for Rynchops and that pterosaurs weighing more than one kilogram would not have been able to skim at all. Furthermore, anatomical comparisons between the highly specialised skull of Rynchops and those of postulated skimming pterosaurs suggest that even smaller forms were poorly adapted for skim-feeding. Our results refute the hypothesis that some pterosaurs commonly used skimming as a foraging method and illustrate the pitfalls involved in extrapolating from limited morphological convergence.

Just because a component of an extinct animal resembles that of a living one does not necessarily imply that both were used for the same task. The lifestyles of pterosaurs, long-extinct flying reptiles that soared ancient skies above the dinosaurs, have long been the subject of debate among palaeontologists. Similarities between the skulls of living birds (black skimmers) that feed by skimming the water surface with their lower bill to catch small fish, and those of some pterosaurs have been used to argue that these ancient reptiles also fed in this way. We have addressed this question by measuring the drag experienced by model bird bills and pterosaur jaws and estimating how the energetic cost of feeding in this way would affect their ability to fly. Interestingly, we found that the costs of flight while feeding are considerably higher for black skimmers than previously thought, and that feeding in this way would be excessively costly for the majority of pterosaurs. We also examined pterosaur skulls for specialised skimming adaptations like those seen in modern skimmers, but found that pterosaurs have few suitable adaptations for this lifestyle. Our results counter the idea that some pterosaurs commonly used skimming as a foraging method and illustrate the pitfalls involved in extrapolating from living to extinct forms using only their morphology.

Physical and mathematical models of fossil pterosaurs and a living bird that feeds by skimming refute the hypothesis that pterosaurs would have been able to forage this way.

Flight speeds among bird species: allometric and phylogenetic effects

Flight speed is expected to increase with mass and wing loading among flying animals and aircraft for fundamental aerodynamic reasons. Assuming geometrical and dynamical similarity, cruising flight speed is predicted to vary as (body mass)^1/6 and (wing loading)^1/2 among bird species. To test these scaling rules and the general importance of mass and wing loading for bird flight speeds, we used tracking radar to measure flapping flight speeds of individuals or flocks of migrating birds visually identified to species as well as their altitude and winds at the altitudes where the birds were flying. Equivalent airspeeds (airspeeds corrected to sea level air density, U_e) of 138 species, ranging 0.01–10 kg in mass, were analysed in relation to biometry and phylogeny. Scaling exponents in relation to mass and wing loading were significantly smaller than predicted (about 0.12 and 0.32, respectively, with similar results for analyses based on species and independent phylogenetic contrasts). These low scaling exponents may be the result of evolutionary restrictions on bird flight-speed range, counteracting too slow flight speeds among species with low wing loading and too fast speeds among species with high wing loading. This compression of speed range is partly attained through geometric differences, with aspect ratio showing a positive relationship with body mass and wing loading, but additional factors are required to fully explain the small scaling exponent of U_e in relation to wing loading. Furthermore, mass and wing loading accounted for only a limited proportion of the variation in U_e. Phylogeny was a powerful factor, in combination with wing loading, to account for the variation in U_e. These results demonstrate that functional flight adaptations and constraints associated with different evolutionary lineages have an important influence on cruising flapping flight speed that goes beyond the general aerodynamic scaling effects of mass and wing loading.

Analysing the variation in flight speed among bird species is important in understanding flight. We tested if the cruising speed of different migrating bird species in flapping flight scales with body mass and wing loading according to predictions from aerodynamic theory and to what extent phylogeny provides an additional explanation for variation in speed. Flight speeds were measured by tracking radar for bird species ranging in size from 0.01 kg (small passerines) to 10 kg (swans). Equivalent airspeeds of 138 species ranged between 8 and 23 m/s and did not scale as steeply in relation to mass and wing loading as predicted. This suggests that there are evolutionary restrictions to the range of flight speeds that birds obtain, which counteract too slow and too fast speeds among bird species with low and high wing loading, respectively. In addition to the effects of body size and wing morphology on flight speed, we also show that phylogeny accounted for an important part of the remaining speed variation between species. Differences in flight apparatus and behaviour among species of different evolutionary origin, and with different ecology and flight styles, are likely to influence cruising flight performance in important ways.

Measurement of flight speeds of 138 species of bird reveals that mass and wing loading do not scale according to aerodynamic theory but vary significantly depending on phylogeny.

Modulation of flight muscle power output in budgerigars Melopsittacus undulatus and zebra finches Taeniopygia guttata: in vitro muscle performance

The pectoralis muscles are the main source of mechanical power for avian flight. The power output of these muscles must be modulated to meet the changing power requirements of flight across a range of speeds. This can be achieved at the muscle level by manipulation of strain trajectory and recruitment patterns, and/or by intermittent flight strategies. We have measured the in vitro power outputs of pectoralis muscle fascicles from budgerigars Melopsittacus undulatus and zebra finches Taeniopygia guttata under conditions replicating those previously measured in vivo during flight. This has allowed us to quantify the extent to which different power modulation mechanisms control flight muscle power output. Intermittent flight behaviour is a more important determinant of flight power in zebra finches than budgerigars. This behaviour accounts for 25-62% of power modulation relative to the maximum available mechanical power output in zebra finch, compared to 0-38% in budgerigars. Muscle level changes in fascicle strain trajectory and motor unit recruitment, rather than intermittent flight behaviours, are the main determinants of pectoralis muscle power output in budgerigars at all speeds, and in zebra finch at speeds below 14 m s(-1).

Efficiency of labriform swimming in the bluegill sunfish (Lepomis macrochirus)

Bluegill sunfish (Lepomis macrochirus) swim in the labriform mode at low speeds, generating lift and thrust by beating their pectoral fins. The maximal power output available from the two largest pectoral fin adductor and abductor muscles, constituting half of the total pectoral girdle muscle mass, was measured in vitro and used to estimate the muscle mechanical power output during maximal labriform swimming (Pmech; 0.15-0.21 W kg(-1) body mass). Respirometry was used to estimate the total metabolic power input (Ptotal; 0.95 W kg(-1) body mass) and the metabolic power available to the active muscle mass (Pmuscle; Ptotal minus standard metabolic rate, 0.57 W kg(-1) body mass) at this swimming speed. Drag measurements made on towed, dead fish were used to estimate the mechanical power required to overcome body drag (Pdrag; 0.028 W kg(-1) body mass). Efficiency estimates based on these data fell into the following ranges: overall swimming efficiency (etagross=Pmech/Ptotal), 0.16-0.22; muscle efficiency (etamuscle=Pmech/Pmuscle), 0.26-0.37; and propeller efficiency (etaprop=Pdrag/Pmech), 0.15-0.20. Comparison with other studies suggests that labriform swimming may be more efficient than swimming powered by undulations of the body axis.

Modulation of pectoralis muscle function in budgerigarsMelopsitaccus undulatusand zebra finchesTaeniopygia guttatain response to changing flight speed

Flight power varies in a U-shaped relationship with flight speed, requiring the modulation of flight muscle power in order to meet these changing power demands. The power output of the pectoralis muscle can potentially be modulated by changing strain trajectory and the relative timing and intensity of muscle activity. Pectoralis muscle length change and activity patterns were recorded in budgerigars Melopsitaccus undulatus and zebra finches Taeniopygia guttata at a range of flight speeds using sonomicrometry and electromyography (EMG). The pectoralis muscles in these species contain a single muscle fibre type. Therefore, the power output is entirely determined by muscle activity and strain trajectory, rather than recruitment of motor units with different contractile properties as in many other vertebrate muscle systems. Relative EMG intensity, wingbeat frequency and muscle strain varied in an approximately U-shaped relationship with flight speed. The shape of the length trajectory varied with flight speed in budgerigars, with the proportion of the cycle spent shortening being lowest at intermediate flight speeds. In zebra finch pectoralis muscle the shape of the length trajectory did not vary significantly with flight speed. In both species the observed changes in muscle recruitment and length trajectory are consistent with meeting flight power requirements that vary in a U-shaped pattern with speed. Both species utilised intermittent flight, tending to spend relatively less time flapping at intermediate flight speeds. This supports the idea that intermittent flight is used as a simple power modulation strategy. However, the idea that intermittent flight serves to maintain a `fixed gear' is over-simplistic and fails to recognise the plasticity in performance at the level of the muscle. Intermittent flight is only one component of a complex power modulation strategy.

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.

Does the metabolic rate-flight speed relationship vary among geometrically similar birds of different mass?

Based on aerodynamic considerations, the energy use-flight speed relationship of all airborne animals and aircraft should be U-shaped. However, measures of the metabolic rate-flight speed relationship in birds have been available since Tucker's pioneering experiments with budgerigars nearly forty years ago, but this classic work remains the only study to have found a clearly U-shaped metabolic power curve. The available data suggests that the energetic requirements for flight within this species are unique, yet the metabolic power curve of the budgerigar is widely considered representative of birds in general. Given these conflicting results and the observation that the budgerigar's mass is less than 50% of the next smallest species to have been studied, we asked whether large and small birds have metabolic power curves of different shapes. To address this question we measured the rates of oxygen uptake and wingbeat kinematics in budgerigars and cockatiels flying within a variable-speed wind tunnel. These species are close phylogenetic relatives, have similar flight styles, wingbeat kinematics, and are geometrically similar but have body masses that differ by a factor of two. In contrast to our expectations, we found the metabolic rate-flight speed relationship of both species to be acutely U-shaped. We also found that neither budgerigars nor cockatiels used their normal intermittent flight style while wearing a respirometric mask. We conclude that species size differences alone do not explain the previously unique metabolic power curve of the budgerigar; however, due to the absence of comparable data we cannot evaluate whether the mask-related kinematic response we document influences the metabolic rate-flight speed relationship of these parrots, or whether the energetics of flight differ between this and other avian clades.

Lipid mobilization of long-distance migrant birds in vivo: the high lipolytic rate of ruff sandpipers is not stimulated during shivering

For long migrations, birds must rely on high flux capacities at all steps of lipid metabolism, from the mobilization of adipose reserves to fatty acid oxidation in flight muscle mitochondria. Substrate kinetics and indirect calorimetry were used to investigate key parameters of lipid metabolism in a highly aerobic shorebird: the ruff sandpiper Philomachus pugnax. In this study, we have quantified the effects of cold exposure because such measurements are presently impossible during flight. Lipolytic rate was monitored by continuous infusion of 2-[3H]-glycerol and lipid oxidation by respirometry. Plasma lipid concentrations (non-esterified fatty acids, neutral lipids and phospholipids) and their fatty acid composition were also measured to assess whether cold exposure causes selective metabolism of specific lipids. Results show that shivering leads to a 47% increase in metabolic rate (44.4±3.8 ml O2kg–1min–1 to 65.2±8.1 ml O2kg–1 min–1), almost solely by stimulating lipid oxidation (33.3± 3.3 ml O2 kg–1min–1 to 48.2±6.8 ml O2kg–1 min–1) because carbohydrate oxidation remains close to 11.5± 0.5 ml O2 kg–1min–1. Sandpipers support an unusually high lipolytic rate of 55–60 μmol glycerol kg–1 min–1. Its stimulation above thermoneutral rates is unnecessary during shivering when the birds are still able to re-esterify 50% of released fatty acids. No changes in plasma lipid composition were observed, suggesting that cold exposure does not lead to selective metabolism of particular fatty acids. This study provides the first measurements of lipolytic rate in migrant birds and shows that their capacity for lipid mobilization reaches the highest values measured to date in vertebrates. Extending the limits of conventional lipid metabolism has clearly been necessary to achieve long-distance migrations.

The influence of buoyancy and drag on the dive behaviour of an Arctic seabird, the Thick-billed Murre

We used time–depth recorders to investigate the behaviour of free-ranging Thick-billed Murres ( Uria lomvia L., 1758) after attaching positively (n = 9), negatively (n = 10), or neutrally (n = 9) buoyant handicaps and increasing cross-sectional area by 3% (2.8 cm2; n = 8) or 6% (5.6 cm2; n = 6). When buoyancy was altered or drag increased, murres reduced dive depth and duration, suggesting that murres do not manipulate dive depth to obtain neutral buoyancy during the bottom phase. Ascent rate increased as the bird surfaced and mean ascent rate increased for deeper dives, presumably reflecting steeper dive angles and greater buoyancy during deep dives. For short dives (<150 s), preceding surface pauses were better correlated with dive depth and duration than succeeding surface pauses (surface pauses were “anticipatory”), suggesting that murres control inhalation rates based on anticipated dive depth and duration. Murres reduced ascent rate near the surface, possibly to reduce the risk of decompression sickness. Neutrally buoyant recorders attached to the legs had no effect on chick feeding frequencies or adult mass loss, suggesting that this attachment method may have the least effect on the foraging behaviour of alcids.

Energetic influence on gull flight strategy selection

During non-migratory flight, gulls (Larids) use a wide variety of flight strategies. We investigate the extent to which the energy balance of a bird explains flight strategy selection. We develop a model based on optimal foraging and aerodynamic theories, to calculate the ground speeds and airspeeds at which a gull is expected to flap or soar during foraging flight. The model results are compared with observed flight speeds, directions, and flight strategies of two species of gulls, the black-headed gull Larus ridibundus and the lesser black-backed gull Larus fuscus. The observations were made using a tracking radar over land in The Netherlands. The model suggests that, especially at combinations of low ground speed (approximately 5-10 m s(-1)), high air speed (approximately 20-25 m s(-1)) and low ground and air speed, gulls should favor soaring flight. At intermediate ground and air speeds the predicted net energy gain is similar for soaring and flapping. Hence the ratio of flapping to soaring may be higher than for other air and ground speed combinations. This range of speeds is broadest for black-headed gulls. The model results are supported by the observations. For example, flapping is more prevalent at speeds where the predicted net energy gain is similar for both strategies. Interestingly, combinations of air speed and flight speed that, according to the model, would result in a loss of net energy gain, were not observed. Additional factors that may influence flight strategy selection are also briefly discussed.

A statistical framework for genetic association studies of power curves in bird flight

How the power required for bird flight varies as a function of forward speed can be used to predict the flight style and behavioral strategy of a bird for feeding and migration. A U-shaped curve was observed between the power and flight velocity in many birds, which is consistent to the theoretical prediction by aerodynamic models. In this article, we present a general genetic model for fine mapping of quantitative trait loci (QTL) responsible for power curves in a sample of birds drawn from a natural population. This model is developed within the maximum likelihood context, implemented with the EM algorithm for estimating the population genetic parameters of QTL and the simplex algorithm for estimating the QTL genotype-specific parameters of power curves. Using Monte Carlo simulation derived from empirical observations of power curves in the European starling (Sturnus vulgaris), we demonstrate how the underlying QTL for power curves can be detected from molecular markers and how the QTL detected affect the most appropriate flight speeds used to design an optimal migration strategy. The results from our model can be directly integrated into a conceptual framework for understanding flight origin and evolution.

Respiratory water loss during rest and flight in European Starlings (Sturnus vulgaris)

Respiratory water loss in Starlings (Sturnus vulgaris) at rest and during flight at ambient temperatures (T(amb)) between 6 and 25 degrees C was calculated from respiratory airflow and exhaled air temperature. At rest, breathing frequency f (1.4+/-0.3 Hz) and tidal volume Vt (1.9+/-0.4 ml) were independent of T(amb), but negatively correlated with each other. Mean ventilation at rest was 156+/-28 ml min(-1) at all T(amb). Exhaled air temperature (T(exh)) at rest increased with T(amb) (T(exh) = 0.92.T(amb)+12.45). Respiratory water loss at rest averaged 0.18+/-0.09 ml h(-1) irrespective of T(amb). In flying Starlings f was 4.0+/-0.4 Hz and independent of T(amb). Vt during flight averaged 3.6+/-0.4 ml and increased with T(amb) (Vt = 0.06.T(amb)+2.83) as, correspondingly, did ventilation. T(exh) during flight increased with T(amb) (T(exh) = 0.85.T(amb)+17.29). Respiratory water loss during flight (average REWL(f) = 0.74+/-0.22 ml h(-1)) was significantly higher than at rest and increased with T(amb). Our measurements suggest that respiratory evaporation accounts for most water loss in flying Starlings and increases more than cutaneous evaporation with rising ambient temperature.

Flight speeds of seven bird species during chick rearing

Flight speeds of seven bird species were recorded using a hand-held Doppler radar for adult birds flying to and from foraging areas while rearing chicks. R.A. Norberg (1981. J. Anim. Ecol. 50: 473–477) predicted that birds rearing chicks should fly at speeds greater than the maximum range speed to bring the most food to their chicks as long as the associated increase in travel costs can be more than compensated for by foraging in the travel time saved. From aerodynamic and total power curves based on a range of literature values for the drag coefficient (0.05–0.4), the minimum power speed (minimum point on the U-shaped curve), and maximum range speed (a tangent to the curve from the origin at which the distance traveled per unit energy is maximized) are compared with the mean measured flight speed for each species. For all species, the mean measured flight speed was significantly less than the maximum range speed (p < 0.05), which is independent of foraging style and habitats, suggesting that flying at speeds greater than the maximum range speed may not be a practical strategy for birds rearing chicks.

Water and Heat Balance during Flight in the Rose‐Colored Starling (Sturnus roseus)

Water imbalance during flight is considered to be a potentially limiting factor for flight ranges in migrating birds, but empirical data are scarce. We studied flights under controlled ambient conditions with rose-colored starlings in a wind tunnel. In one experiment, we measured water fluxes with stable isotopes at a range of flight speeds (9-14 m s(-1)) at constant temperature (15 degrees C). In a second experiment, we measured evaporation rates at variable ambient temperatures (Ta = 5 deg -27 deg C) but constant speed (12 m s(-1)). During all flights, the birds experienced a net water loss. On average, water influx was 0.98 g h(-1) (SD = 0.16; n = 8), and water efflux was 1.29 g h(-1) (SD = 0.14; n = 8), irrespective of flight speed. Evaporation was related to temperature in a biphasic pattern. At temperatures below 18.2 degrees C, net evaporation was constant at 0.36 g h(-1) (SD = 0.18; n = 10), rising at higher temperatures with a slope of 0.11 per degree to about 1.5 g h(-1) at 27 degrees C. We calculated the relative proportion of dry and evaporative heat loss during flight. Evaporative heat loss at Ta < 18.2 deg C was 14% of total heat production during flight, and dry heat loss accounted for 84%. At higher temperatures, evaporative heat loss increased linearly with T(a) to about 25% at 27 degrees C. Our data suggest that for prolonged flights, rose-colored starlings should adopt behavioral water-saving strategies and that they cannot complete their annual migration without stopovers to replenish their water reserves.