James R. Usherwood

Upwash exploitation and downwash avoidance by flap phasing in ibis formation flight.

Many species travel in highly organized groups. The most quoted function of these configurations is to reduce energy expenditure and enhance locomotor performance of individuals in the assemblage. The distinctive V formation of bird flocks has long intrigued researchers and continues to attract both scientific and popular attention. The well-held belief is that such aggregations give an energetic benefit for those birds that are flying behind and to one side of another bird through using the regions of upwash generated by the wings of the preceding bird, although a definitive account of the aerodynamic implications of these formations has remained elusive. Here we show that individuals of northern bald ibises (Geronticus eremita) flying in a V flock position themselves in aerodynamically optimum positions, in that they agree with theoretical aerodynamic predictions. Furthermore, we demonstrate that birds show wingtip path coherence when flying in V positions, flapping spatially in phase and thus enabling upwash capture to be maximized throughout the entire flap cycle. In contrast, when birds fly immediately behind another bird—in a streamwise position—there is no wingtip path coherence; the wing-beats are in spatial anti-phase. This could potentially reduce the adverse effects of downwash for the following bird. These aerodynamic accomplishments were previously not thought possible for birds because of the complex flight dynamics and sensory feedback that would be required to perform such a feat. We conclude that the intricate mechanisms involved in V formation flight indicate awareness of the spatial wake structures of nearby flock-mates, and remarkable ability either to sense or predict it. We suggest that birds in V formation have phasing strategies to cope with the dynamic wakes produced by flapping wings.

Biomechanics: no force limit on greyhound sprint speed.

Maximum running speed is constrained by the speed at which the limbs can be swung forwards and backwards, and by the force they can withstand while in contact with the ground. Humans sprinting around banked bends change the duration of foot contact to spread the time over which the load is applied, thereby keeping the force on their legs constant. We show here that, on entering a tight bend, greyhounds do not change their foot-contact timings, and so have to withstand a 65% increase in limb forces. This supports the idea that greyhounds power locomotion by torque about the hips, so — just as in cycling humans — the muscles that provide the power are mechanically divorced from the structures that support weight.

Phasing of dragonfly wings can improve aerodynamic efficiency by removing swirl.

Dragonflies are dramatic, successful aerial predators, notable for their flight agility and endurance. Further, they are highly capable of low-speed, hovering and even backwards flight. While insects have repeatedly modified or reduced one pair of wings, or mechanically coupled their fore and hind wings, dragonflies and damselflies have maintained their distinctive, independently controllable, four-winged form for over 300 Myr. Despite efforts at understanding the implications of flapping flight with two pairs of wings, previous studies have generally painted a rather disappointing picture: interaction between fore and hind wings reduces the lift compared with two pairs of wings operating in isolation. Here, we demonstrate with a mechanical model dragonfly that, despite presenting no advantage in terms of lift, flying with two pairs of wings can be highly effective at improving aerodynamic efficiency. This is achieved by recovering energy from the wake wasted as swirl in a manner analogous to coaxial contra-rotating helicopter rotors. With the appropriate fore–hind wing phasing, aerodynamic power requirements can be reduced up to 22 per cent compared with a single pair of wings, indicating one advantage of four-winged flying that may apply to both dragonflies and, in the future, biomimetic micro air vehicles.

Accounting for elite indoor 200 m sprint results

Times for indoor 200 m sprint races are notably worse than those for outdoor races. In addition, there is a considerable bias against competitors drawn in inside lanes (with smaller bend radii). Centripetal acceleration requirements increase average forces during sprinting around bends. These increased forces can be modulated by changes in duty factor (the proportion of stride the limb is in contact with the ground). If duty factor is increased to keep limb forces constant, and protraction time and distance travelled during stance are unchanging, bend-running speeds are reduced. Here, we use results from the 2004 Olympics and World Indoor Championships to show quantitatively that the decreased performances in indoor competition, and the bias by lane number, are consistent with this ‘constant limb force’ hypothesis. Even elite athletes appear constrained by limb forces.

Flying in a flock comes at a cost in pigeons

Flying birds often form flocks, with social, navigational and anti-predator implications. Further, flying in a flock can result in aerodynamic benefits, thus reducing power requirements, as demonstrated by a reduction in heart rate and wingbeat frequency in pelicans flying in a V-formation. But how general is an aerodynamic power reduction due to group-flight? V-formation flocks are limited to moderately steady flight in relatively large birds, and may represent a special case. What are the aerodynamic consequences of flying in the more usual ‘cluster’ flock? Here we use data from innovative back-mounted Global Positioning System (GPS) and 6-degrees-of-freedom inertial sensors to show that pigeons (1) maintain powered, banked turns like aircraft, imposing dorsal accelerations of up to 2g, effectively doubling body weight and quadrupling induced power requirements; (2) increase flap frequency with increases in all conventional aerodynamic power requirements; and (3) increase flap frequency when flying near, particularly behind, other birds. Therefore, unlike V-formation pelicans, pigeons do not gain an aerodynamic advantage from flying in a flock. Indeed, the increased flap frequency, whether due to direct aerodynamic interactions or requirements for increased stability or control, suggests a considerable energetic cost to flight in a tight cluster flock.

Low speed maneuvering flight of the rose-breasted cockatoo (Eolophus roseicapillus). II. Inertial and aerodynamic reorientation.

SUMMARY The reconfigurable, flapping wings of birds allow for both inertial and aerodynamic modes of reorientation. We found evidence that both these modes play important roles in the low speed turning flight of the rose-breasted cockatoo Eolophus roseicapillus. Using three-dimensional kinematics recorded from six cockatoos making a 90° turn in a flight corridor, we developed predictions of inertial and aerodynamic reorientation from estimates of wing moments of inertia and flapping arcs, and a blade-element aerodynamic model. The blade-element model successfully predicted weight support (predicted was 88±17% of observed, N=6) and centripetal force (predicted was 79±29% of observed, N=6) for the maneuvering cockatoos and provided a reasonable estimate of mechanical power. The estimated torque from the model was a significant predictor of roll acceleration (r2=0.55, P<0.00001), but greatly overestimated roll magnitude when applied with no roll damping. Non-dimensional roll damping coefficients of approximately –1.5, 2–6 times greater than those typical of airplane flight dynamics (approximately –0.45), were required to bring our estimates of reorientation due to aerodynamic torque back into conjunction with the measured changes in orientation. Our estimates of inertial reorientation were statistically significant predictors of the measured reorientation within wingbeats (r2 from 0.2 to 0.37, P<0.0005). Components of both our inertial reorientation and aerodynamic torque estimates correlated, significantly, with asymmetries in the activation profile of four flight muscles: the pectoralis, supracoracoideus, biceps brachii and extensor metacarpi radialis (r2 from 0.27 to 0.45, P<0.005). Thus, avian flight maneuvers rely on production of asymmetries throughout the flight apparatus rather than in a specific set of control or turning muscles.

Pitch then power: limitations to acceleration in quadrupeds

Rapid acceleration and deceleration are vital for survival in many predator and prey animals and are important attributes of animal and human athletes. Adaptations for acceleration and deceleration are therefore likely to experience strong selective pressures—both natural and artificial. Here, we explore the mechanical and physiological constraints to acceleration. We examined two elite athletes bred and trained for acceleration performance (polo ponies and racing greyhounds), when performing maximal acceleration (and deceleration for ponies) in a competitive setting. We show that maximum acceleration and deceleration ability may be accounted for by two simple limits, one mechanical and one physiological. At low speed, acceleration and deceleration may be limited by the geometric constraints of avoiding net nose-up or tail-up pitching, respectively. At higher speeds, muscle power appears to limit acceleration.

Mechanics of dog walking compared with a passive, stiff-limbed, 4-bar linkage model, and their collisional implications

SUMMARY Here, we present a simple stiff-limbed passive model of quadrupedal walking, compare mechanics predicted from the model with those observed from forceplate measurements of walking dogs and consider the implications of deviation from model predictions, especially with reference to collision mechanics. The model is based on the geometry of a 4-bar linkage consisting of a stiff hindleg, back, foreleg and the ground between the hind and front feet. It uses empirical morphological and kinematic inputs to determine the fluctuations in potential and kinetic energy, vertical and horizontal forces and energy losses associated with inelastic collisions at each foot placement. Using forceplate measurements to calculate centre of mass motions of walking dogs, we find that (1) dogs may, but are not required to, spend periods of double support (one hind- and one forefoot) agreeing with the passive model; (2) legs are somewhat compliant, and mechanical energy fluctuates during triple support, with mechanical energy being lost directly after hindfoot placement and replaced following forefoot placement. Footfall timings and timing of mechanical energy fluctuations are consistent with strategies to reduce collisional forces, analogous to the suggested role of ankle extension as an efficient powering mechanism in human walking.

The human foot and heel-sole - toe walking strategy: a mechanism enabling an inverted pendular gait with low isometric muscle force?

Mechanically, the most economical gait for slow bipedal locomotion requires walking as an ‘inverted pendulum’, with: I, an impulsive, energy-dissipating leg compression at the beginning of stance; II, a stiff-limbed vault; and III, an impulsive, powering push-off at the end of stance. The characteristic ‘M’-shaped vertical ground reaction forces of walking in humans reflect this impulse–vault–impulse strategy. Humans achieve this gait by dissipating energy during the heel-to-sole transition in early stance, approximately stiff-limbed, flat-footed vaulting over midstance and ankle plantarflexion (powering the toes down) in late stance. Here, we show that the ‘M’-shaped walking ground reaction force profile does not require the plantigrade human foot or heel–sole–toe stance; it is maintained in tip–toe and high-heel walking as well as in ostriches. However, the unusual, stiff, human foot structure—with ground-contacting heel behind ankle and toes in front—enables both mechanically economical inverted pendular walking and physiologically economical muscle loading, by producing extreme changes in mechanical advantage between muscles and ground reaction forces. With a human foot, and heel–sole–toe strategy during stance, the shin muscles that dissipate energy, or calf muscles that power the push-off, need not be loaded at all—largely avoiding the ‘cost of muscle force’—during the passive vaulting phase.

Constraints on muscle performance provide a novel explanation for the scaling of posture in terrestrial animals.

Larger terrestrial animals tend to support their weight with more upright limbs. This makes structural sense, reducing the loading on muscles and bones, which is disproportionately challenging in larger animals. However, it does not account for why smaller animals are more crouched; instead, they could enjoy relatively more slender supporting structures or higher safety factors. Here, an alternative account for the scaling of posture is proposed, with close parallels to the scaling of jump performance. If the costs of locomotion are related to the volume of active muscle, and the active muscle volume required depends on both the work and the power demanded during the push-off phase of each step (not just the net positive work), then the disproportional scaling of requirements for work and push-off power are revealing. Larger animals require relatively greater active muscle volumes for dynamically similar gaits (e.g. top walking speed)—which may present an ultimate constraint to the size of running animals. Further, just as for jumping, animals with shorter legs and briefer push-off periods are challenged to provide the power (not the work) required for push-off. This can be ameliorated by having relatively long push-off periods, potentially accounting for the crouched stance of small animals.