Flight altitude of trans-Sahara migrants in autumn: a comparison of radar observations with predictions from meteorological conditions and water and energy balance models

Radar observations on the altitude of bird migration and altitudinal profiles of meteorological conditions over the Sahara desert are presented for the autumn migratory period. Migratory birds fly at an average altitude of 1016 m (a.s.l.) during the day and 571 m during the night. Weather data served to calculate flight range using two models: an energy model (EM) and an energy-and-water model (EWM). The EM assumes that fuel supply limits flight range whereas the EWM assumes that both fuel and water may limit flight range. Flight ranges estimated with the EM were generally longer than those with the EWM. This indicates that trans-Sahara migrants might have more problems balancing their water than their energy budget. However, if we assume fuel stores to consist of 70% instead of 100% fat (the remainder consisting of 9% protein and 21% water), predicted flight ranges of the EM and EWM largely overlap. Increased oxygen extraction, reduced flight costs, reduced exhaled air temperature, reduced cutaneous water loss and increased tolerance to water loss are potential physiological adaptations that would improve the water budget in migrants. Both the EM and EWM predict optimal flight altitudes in agreement with radar observations in autumn. Optimal flight altitudes are differently predicted by the EM and EWM for nocturnal spring migration. During spring, the EWM predicts moderately higher and the EM substantially higher flight altitudes than during autumn. EWM predictions are therefore in better agreement with radar observations on flight altitude of migrants over the Negev desert in spring than EM predictions.     

Altitude choice by night migrants in a desert area predicted by meteorological factors

The height distribution of nocturnal migrants in southern Israel was determined by con-ically scanning the sky with the pencil-beam of an X-band radar at different elevation angles. Altitudinal profiles of meteorological parameters were derived from radio sondes launched at midnight and from pilot balloons launched every 4 h. A model to predict the height distribution of birds by means of meteorological variables was developed by assuming that the observed proportions of birds within a height zone, compared with the neighbouring height zones, reflect the degree of the birds' preference for that height zone. Only one among the variables included in the multiple regression analysis proved to have a significant influence on the height distribution of migrants: the difference of tailwind speed between height zones. Simulations with 1000 birds choosing altitudes by means of the night's altitudinal profile of tailwind speed closely traced the observed distributions. The fact that all the other meteorological factors which were previously suggested to have an influence on the flight range in trans-desert migration were not selected as relevant factors is discussed. The following basic information on nocturnal bird migration in the Negev is provided as a background for the statistical analysis: Directions of migration are within very narrow limits. During the first hour after take-off, 60% of autumn migrants and 75% of spring migrants are climbing, with vertical speeds of 0.1–2 m per s and 0.1–4 m per s, respectively. During the rest of the night, climbing and descending birds are in nearly equal proportions. Thus, there is a high potential of sampling atmospheric conditions at different altitudes. Height distributions in spring and autumn show the influence of the trade wind situation, autumn migrants making use of the northerly winds at low levels in spite of high temperatures, while spring migrants tend to reach the southwesterly winds at higher levels.     

Do bird captures reflect migration intensity? – Trapping numbers on an Alpine pass compared with radar counts

A limitation of standardized mist netting for monitoring migration is caused by the lack of knowledge about the relationship between trapped birds and birds flying aloft. Earlier studies related nocturnal radar counts with trapping data of the following day. In this study, we compared for the first time data gathered simultaneously by radar and mist netting, separately for diurnal and nocturnal migration. Trapping numbers were strongly correlated with migratory intensities measured by radar (r>0.6). A multiple regression analysis, including wind speed and wind direction explained 61% of variation in the number of captures. During the night, and particularly with favourable winds, birds flew at higher altitudes and hence escaped the nets to a higher proportion. The number of nocturnal migrants trapped during daytime was well correlated with migratory intensities observed by radar in the preceding night. The diurnal time patterns, however, revealed fundamental differences between trapping counts and radar observations. This was mainly due to increasing and decreasing flight altitudes in the course of the night, and by the limitations of the radar technique that underestimates migratory intensities during the day when birds aggregate in flocks. In relation to the migratory intensity recorded by radar, diurnal migrants are trapped in a much higher proportion than nocturnal migrants. Finally, our results confirm that trapping data from a site hardly used for stopover are well suited to represent the ongoing migration during the day and night.     

Blackaps Sylvia atricapilla stopping over at the desert edge; physiological state and flight-range estimates

Migrating Blackcaps Sylvia atricapilla were mist netted at the desert edge in northern Israel and in Elat (southern Israel) during spring and autumn migrations between 1970 and 1991. Birds in spring in northern Israel were representative of birds that had completed the crossing of the Sahara, while those in Elat still had to cross the 150 km of the Negev Desert, which separates Elat and northern Israel. In autumn, birds captured in northern Israel were representative of those about to cross the Sahara Desert, while those in Elat had already started to cross the desert. The data allowed analysis of seasonal and location differences in the physiological state of Blackcaps before and after crossing the Sahara. Data analysed included body mass, visible fat score and calculated fat content. Autumn migrants were in better physiological condition than spring migrants at both locations, probably as a consequence of their migration route through fertile areas in autumn compared with the crossing of the Sahara in spring. Body mass was less variable after the Sahara crossing in spring than before the crossing in autumn. In spring, 71% and 67% of the birds were fat depleted (fat scores 0 and 1) at Elat and in northern Israel, respectively, while in autumn 34% and 42% were fat depleted. Blackcaps at Elat were 1.6 g lighter than those in northern Israel in autumn and 1.9 g lighter in spring. Potential flight ranges were estimated on the basis of meteorological conditions and flight altitude of passerines above the Negev in Israel (northern Sahara edge) during migration and on a simulation model that considered both energy and water as potential limiting factors for flight duration and distance. The simulation model predicted that half of the Blackcaps that stopped over in Elat and the majority of those that stopped over in northern Israel could not make a nonstop flight over the Sahara Desert in autumn without the assistance of at least an 8 m per s tailwind. Such a wind would still not be sufficient for 34% of the birds in Elat and 42% in northern Israel, and clearly they had insufficient fat reserves to cross the Sahara in a single flight. Although the fattest Blackcaps had accumulated sufficient fat to enable them to traverse the Sahara in a single flight, they probably faced dehydration by at least 12% of their initial body mass when they reached the southern Sahara edge. These birds should use intermittent migration with stopovers at sites with drinking and feeding potential. Their decision to stop over during the day in the desert at sites with shade but without food and water would be beneficial if the meteorological conditions during daytime migration imposed greater risks of dehydration than at night. Spring migrants could not reach their breeding areas in Europe without feeding, but those examined in Elat could cross the remainder of the desert in a single flight.     

Songbird migration across the Sahara: the non-stop hypothesis rejected!

Billions of songbirds breeding in the Western Palaearctic cross the largest desert of the world, the Sahara, twice a year. While crossing Europe, the vast majority use an intermittent flight strategy, i.e. fly at night and rest or feed during the day. However, it was long assumed that they overcome the Sahara in a 40 h non-stop flight. In this study, we observed bird migration with radar in the plain sand desert of the Western Sahara (Mauritania) during autumn and spring migration and revealed a clear prevalence of intermittent migration. Massive departures of songbirds just after sunset independent of site and season suggests strongly that songbirds spent the day in the plain desert. Thus, most songbirds cross the Sahara predominantely by the intermittent flight strategy. Autumn migration took place mainly at low altitudes with high temperatures, its density decreased abruptly before sunrise, followed by very little daytime migration. Migration was highly restricted to night-time and matched perfectly the intermittent flight strategy. However, in spring, when migratory flights occurred at much higher altitudes than in autumn, in cool air, about 17% of the songbird migration occurred during the day. This suggests that flying in high temperatures and turbulent air, as is the case in autumn, may lead to an increase in water and/or energy loss and may prevent songbirds from prolonged flights into the day.     

Variation in the nocturnal flight behaviour of migratory birds along the northwest coast of the Mediterranean Sea

The Mediterranean Sea is one of the largest obstacles that has to be crossed by Palearctic birds migrating from Europe to Africa; it thus offers a good opportunity to study variations in migratory behaviour of birds facing a major ecological barrier. Using a passive infrared device, the flight directions of nocturnal migrants were determined and flight altitudes estimated at ten sites along the French and Spanish coast of the Mediterranean Sea in September and October 1995. The variation of migratory intensity, flight direction and altitude in the course of the night was examined. The highest density of migration was recorded within the first hour after sunset, followed by relatively high densities over the next several hours, and a progressive decrease in the last third of the night. In spite of broad variation in the course of the coastline relative to the basic directions of migration and specific reactions of the migrants to the local conditions, a decrease in seaward migration corresponding to an increase in landward migration from the first to the second half of the night was a general feature at nearly all sites. The results suggest a shift in the motivation of the birds depending on the time of arrival in a coastal area, leading to an adjustment in the flight behaviour of nocturnal migrants.     

The role of wind in passerine autumn migration between Europe and Africa

Large ecological barriers such as oceans and deserts have considerablyshaped the migratory strategies of birds. The ecological barriersposed by the Alps, the Mediterranean Sea, and the Sahara seemto prevent most long-distance migrants from flying on a directsouthward course from Europe to Africa. Migratory routes towardsouthwest and southeast prevail. These two flyways differ withrespect to topography, refueling possibilities, and wind conditions.Aiming at a better understanding of the evolution of both flywaysin spite of differing conditions, we studied potential survivalof passerine birds on their first autumn migration from northernEurope to tropical Africa by means of a computer simulation.Considering real wind conditions at 850 mb (approximately 1500m above sea level), the survival rates of birds with southeasterly(SE) migratory directions were much higher than those of birdswith southwesterly (SW) directions. With the possibility tochoose the altitude (from four levels) with the most favorablewind, both SE and SW migrants had similar high survival, butonly with refueling opportunities in northwest (NW) Africa forSW migrants. Our results suggest that the southwestern flywaydepends on the selection of days, but especially altitudes,with favorable wind conditions and on refueling opportunitiesin NW Africa. The SE flyway is privileged by the frequent favorablewind conditions for crossing the eastern Mediterranean Sea andthe Egyptian desert, where refueling sites are almost absent.Both autumn migration routes would be unlikely without windassistance.     

Environmental influences on the orientation of free-flying nocturnal bird migrants

Autumn nocturnal bird migration was investigated using radar and visual observations. Multivariate analyses assessed the influence of environmental variables on orientation. Two categories of birds were distinguished: (1) shorebirds and waterfowl migrating in flocks; and (2) passerine birds flying singly. These two classes of migrants employ different orientation mechanisms. Landbirds selectively flew with the wind, regardless of its direction or speed or whether the skies were clear or overcast. Shorebirds and waterfowl flew in directions independent of wind in light or moderate winds. The accuracy of passerine orientation was not correlated with any of the variables examined. The passerine orientation observed cannot be accounted for by stellar orientation, but is explicable via orientation on the basis of wind direction.     

Can wind help explain seasonal differences in avian migration speed?

A bird's ground speed is influenced by the wind conditions it encounters. Wind conditions, although variable, are not entirely random. Instead, wind exhibits persistent spatial and temporal dynamics described by the general circulation of the atmosphere. As such, in certain geographical areas wind's assistance (or hindrance) on migratory flight is also persistent, being dependent upon the bird's migratory direction in relation to prevailing wind conditions. We propose that, considering the western migration route of nocturnal migrants through Europe, winds should be more supportive in spring than in autumn. Thus, we expect higher ground speeds, contributing to higher overall migration speeds, in spring. To test whether winds were more supportive in spring than autumn, we quantified monthly wind conditions within western Europe relative to the seasonal direction of migration using 30 years (1978–2008) of wind data from the NCEP/NCAR Reanalysis dataset. We found that supporting winds were significantly more frequent for spring migration compared to autumn and up to twice as frequent at higher altitudes. We then analyzed three years (2006–2008) of nocturnal migratory ground speeds measured with radar in the Netherlands which confirmed higher ground speeds in spring than autumn. This seasonal difference in ground speed suggests a 16.9% increase in migration speed from autumn to spring. These results stress the importance of considering the specific wind conditions experienced by birds when interpreting migration speed. We provide a simple methodological approach enabling researchers to quantify regional wind conditions for any geographic area and time period of interest.     

Radar observations of passerine migration over Frankfurt and Hannover, Germany

Summary The direction of the autumn and spring migration of short- and long-distance migrants over Frankfurt and spring migration of short-distance migrants over Hannover were studied by radar. For long-distance migrants, a comparison with results obtained from the Swiss Lowland revealed no difference in the direction of autumn migration but a 35° difference in the direction of spring migration. In Frankfurt the migration was more northerly. The difference in the migratory direction of short-distance migrants between central Germany and the Swiss Lowland ranged from 10° to 15° in spring and to 9° in autumn. The direction of spring migration can be understood as a simple 180° reversal of autumn migration in short-distance migrants, but not in long-distance migrants. The difference in the direction of the migratory axis (about 30°) among long-distance migrants between autumn and spring indicates that such birds follow different routes during their two seasonal, migratory journeys. The short- and long-distance migrants flew a similar direction in autumn. In spring, the short-distance migrants flew considerably more easterly compared to long-distance migrants. Wind influences, because of the seasonality of cyclonic weather systems, was much more likely to affect the migration of short-distance migrants in both autumn and spring. The effect of strong crosswinds on the direction of spring migration was examined.

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Zusammenfassung Mittlere Zugrichtung und Windeinfluß auf Herbst- und Frühjahrszug von Kurz- und Langstreckenziehern wurden über Frankfurt und über dem Raum Hannover (nur Frühjahrszug) mit Hilfe von Radarbeobachtungen untersucht. Der Vergleich mit Ergebnissen vom Alpenrand ergab übereinstimmende Mittelrichtungen für den Herbstzug der Langstrecken-zieher, aber eine deutliche Differenz für dem Frühjahrszug (35°). In Frankfurt war der Zug stärker nach N gerichtet. Die Unterschiede bei den Kurzstreckenziehern betrugen im Frühjahr 10° bzw. 15° und im Herbst 9°. Der Frühjahrszug kann als Richtungsumkehrung des Herbstzuges bei den Kurzstreckenziehern, aber nicht bei den Langstreckenziehern interpretiert werden. Die Differenz zwischen den Zugachsen von Herbst- und Frühjahrszug betrug 30°. Sie wird als Indiz für unterschiedliche Zugrouten auf dem Herbst- und Frühjahrszug gewertet. Kurz- und Langstreckenzieher hielten auf dem Herbstzug ähnliche Zugrichtungen ein. Im Frühjahr zogen die Kurzstreckenzieher wesentlich stärker nach E als die Langstreckenzieher. Der Windeinfluß machte sich wegen der Saisonalität der Zyklonentätigkeit sowohl beim Frühjahrs- als auch beim Herbstzug der Kurzstreckenzieher stärker bemerkbar als bei den Langstreckenzieher. Der Einfluß der starken Seitenwinde auf die Richtungen des Frühjahrszuges wurde untersucht.

     

The influence of weather on the flight altitude of nocturnal migrants in mid‐latitudes

By altering its flight altitude, a bird can change the atmospheric conditions it experiences during migration. Although many factors may influence a bird's choice of altitude, wind is generally accepted as being the most influential. However, the influence of wind is not clearly understood, particularly outside the trade‐wind zone, and other factors may play a role. We used operational weather radar to measure the flight altitudes of nocturnally migrating birds during spring and autumn in the Netherlands. We first assessed whether the nocturnal altitudinal distribution of proportional bird density could be explained by the vertical distribution of wind support using three different methods. We then used generalized additive models to assess which atmospheric variables, in addition to altitude, best explained variability in proportional bird density per altitudinal layer each night. Migrants generally remained at low altitudes, and flight altitude explained 52 and 73% of the observed variability in proportional bird density in spring and autumn, respectively. Overall, there were weak correlations between altitudinal distributions of wind support and proportional bird density. Improving tailwind support with height increased the probability of birds climbing to higher altitude, but when birds did fly higher than normal, they generally concentrated around the lowest altitude with acceptable wind conditions. The generalized additive model analysis also indicated an influence of temperature on flight altitudes, suggesting that birds avoided colder layers. These findings suggested that birds increased flight altitudes to seek out more supportive winds when wind conditions near the surface were prohibitive. Thus, birds did not select flight altitudes only to optimize wind support. Rather, they preferred to fly at low altitudes unless wind conditions there were unsupportive of migration. Overall, flight altitudes of birds in relation to environmental conditions appear to reflect a balance between different adaptive pressures.     

THE MIGRATION OF PASSERINE NIGHT MIGRANTS ACROSS THE ENGLISH CHANNEL STUDIED BY RADAR

An account is given of the migration of British summer resident small passerine night migrants across the English Channel in spring and autumn, as detected by radar.
The main times of passage of each species have been determined from the trapping records of Dungeness Bird Observatory.
The tracks of the migrants are consistent with the view that they always head about NNW in spring and SSE in autumn but may be drifted by a cross-wind.
The wind-direction and speed had a paramount influence on the volume of migration in both spring and autumn. Temperature had no effect in autumn, and though there was more migration with warmer than cold weather in spring, this need not have been due to the influence of temperature as such.
Small reversed movements occurred, with southerly winds in autumn or, more doubtfully, with northerly winds in spring.     

Spring passerine migrants stopping over in the Sahara are not fall-outs

The strategy of migrants crossing the Sahara desert has been the subject of debate, but recent evidence from radar studies has confirmed that most passerines use an intermittent migration strategy. The latter has also been suggested from previous studies in oases during autumn migration. It was found that migrants with relatively high fuel loads rest in the desert during daytime and continue migration during the following night, whereas lean migrants stopover in oases for several days to refuel. However, data from the Sahara are scarce for spring migration. We captured passerine migrants near B?r Amrane (22°47′N, 8°43′W) in the plain desert of Mauritania for 3 weeks during spring migration in 2004. We estimated flight ranges of 85 passerines stopping over in the desert to test whether they carried sufficient fuel loads to accomplish migration across the Sahara successfully. High fat loads of the majority of birds indicated that they were neither “fall-outs” nor too weak to accomplish migration successfully. The flight range estimates, based on mean flight speeds derived from radar measurements (59 km/h), revealed that 85% of all birds were able to reach the northern fringe of the desert with an intermittent migration strategy. Furthermore, birds stopping over in an oasis (Ouadane, 370 km to the southwest of B?r Amrane) did not carry consistently lower fuel loads compared to the migrants captured in the desert.     

Monitoring bird migration with a fixed-beam radar and a thermal-imaging camera

ABSTRACT.   Previous studies using thermal imaging cameras (TI) have used target size as an indicator of target altitude when radar was not available, but this approach may lead to errors if birds that differ greatly in size are actually flying at the same altitude. To overcome this potential difficulty and obtain more accurate measures of the flight altitudes and numbers of individual migrants, we have developed a technique that combines a vertically pointed stationary radar beam and a vertically pointed thermal imaging camera (VERTRAD/TI). The TI provides accurate counts of the birds passing through a fixed, circular sampling area in the TI display, and the radar provides accurate data on their flight altitudes. We analyzed samples of VERTRAD/TI video data collected during nocturnal fall migration in 2000 and 2003 and during the arrival of spring trans-Gulf migration during the daytime in 2003. We used a video peak store (VPS) to make time exposures of target tracks in the video record of the TI and developed criteria to distinguish birds, foraging bats, and insects based on characteristics of the tracks in the VPS images and the altitude of the targets. The TI worked equally well during daytime and nighttime observations and best when skies were clear, because thermal radiance from cloud heat often obscured targets. The VERTRAD/TI system, though costly, is a valuable tool for measuring accurate bird migration traffic rates (the number of birds crossing 1609.34 m [1 statute mile] of front per hour) for different altitudinal strata above 25 m. The technique can be used to estimate the potential risk of migrating birds colliding with man-made obstacles of various heights (e.g., communication and broadcast towers and wind turbines)—a subject of increasing importance to conservation biologists.     

Flight speeds of swifts (Apus apus): seasonal differences smaller than expected

We have studied the nocturnal flight behaviour of the common swift (Apus apus L.), by the use of a tracking radar. Birds were tracked from Lund University in southern Sweden during spring migration, summer roosting flights and autumn migration. Flight speeds were compared with predictions from flight mechanical and optimal migration theories. During spring, flight speeds were predicted to be higher than during both summer and autumn due to time restriction. In such cases, birds fly at a flight speed that maximizes the overall speed of migration. For summer roosting flights, speeds were predicted to be lower than during both spring and autumn since the predicted flight speed is the minimum power speed that involves the lowest energy consumption per unit time. During autumn, we expected flight speeds to be higher than during summer but lower than during spring since the expected flight speed is the maximum range speed, which involves the lowest energy consumption per unit distance. Flight speeds during spring were indeed higher than during both summer and autumn, which indicates time-selected spring migration. Speeds during autumn migration were very similar to those recorded during summer roosting flights. The general result shows that swifts change their flight speed between different flight behaviours to a smaller extent than expected. Furthermore, the difference between flight speeds during migration and roosting among swifts was found to be less pronounced than previously recorded.     

Layers of nocturnal insect migrants at high-altitude: the influence of atmospheric conditions on their formation

• 1 Radar studies of nocturnal insect migration have often found that the migrants tend to form well‐defined horizontal layers at a particular altitude.
• 2 In previous short‐term studies, nocturnal layers were usually observed to occur at the same altitude as certain meteorological features, most notably at the altitudes of temperature inversion tops or nocturnal wind jets.
• 3 Statistical analyses are presented of 4 years of data that compared the presence, sharpness and duration of nocturnal layer profiles, observed using continuously‐operating entomological radar, with meteorological variables at typical layer altitudes over the U.K.
• 4 Analysis of these large datasets demonstrated that temperature was the foremost meteorological factor that was persistently associated with the presence and formation of longer‐lasting and sharper layers of migrating insects over southern U.K.

     

Projected changes in wind assistance under climate change for nocturnally migrating bird populations

Current climate models and observations indicate that atmospheric circulation is being affected by global climate change. To assess how these changes may affect nocturnally migrating bird populations, we need to determine how current patterns of wind assistance at migration altitudes will be enhanced or reduced under future atmospheric conditions. Here, we use information compiled from 143 weather surveillance radars stations within the contiguous United States to estimate the daily altitude, density, and direction of nocturnal migration during the spring and autumn. We intersected this information with wind projections to estimate how wind assistance is expected to change during this century at current migration altitudes. The prevailing westerlies at midlatitudes are projected to increase in strength during spring migration and decrease in strength to a lesser degree during autumn migration. Southerly winds will increase in strength across the continent during both spring and autumn migration, with the strongest gains occurring in the center of the continent. Wind assistance is projected to increase across the central (0.44 m/s; 10.1%) and eastern portions of the continent (0.32 m/s; 9.6%) during spring migration, and wind assistance is projected to decrease within the central (0.32 m/s; 19.3%) and eastern portions of the continent (0.17 m/s; 6.6%) during autumn migration. Thus, across a broad portion of the continent where migration intensity is greatest, the efficiency of nocturnal migration is projected to increase in the spring and decrease in the autumn, potentially affecting time and energy expenditures for many migratory bird species. These findings highlight the importance of placing climate change projections within a relevant ecological context informed through empirical observations, and the need to consider the possibility that climate change may generate both positive and negative implications for natural systems.     

Nocturnal migrants do not incur higher collision risk at wind turbines than diurnally active species

Nocturnally migrating birds, particularly passerines, are known to be vulnerable to collision with man‐made structures such as buildings, towers or offshore platforms, yet information with respect to wind farms is ambiguous. We recorded bird flight intensities using radar during autumn migration at four wind farms situated within a major migration flyway in northern Germany and simultaneously conducted systematic searches for collision fatalities at the same sites. We found that migration traffic rates at rotor height estimated by radar observations were significantly higher during the night, yet strictly nocturnal migrants constituted only 8.6% of all fatalities at the wind farms. In contrast to the situation at other vertical structures, nocturnal migrants do not have a higher risk of collision with wind energy facilities than do diurnally active species, but rather appear to circumvent collision more effectively.     

RAPTOR MIGRATION ACROSS THE STRAITS OF GIBRALTAR

The visible migration of birds of prey at Gibraltar is analysed from records kept throughout the spring passages of 1967–70 and the autumn passages of 1967–69. In early spring most visible passage is noted in the afternoons, whereas radar observations by Houghton (1970) indicate passage in the mornings. Later in the year an additional burst of visible passage sometimes occurs in the early morning, but it is concluded that most morning movements take place above visible range. Visible migration is recorded on most days of westerly wind during the migration seasons at Gibraltar. Passage is rarely seen when the winds are easterly. It is argued that under the latter conditions a strong upcurrent of air (standing wave) is formed over Gibraltar, and that this carries nearly all migrants above visible range.
Observations of visible passage elsewhere in the Straits suggest that, in spring, raptors of all species cross on a broad front from Tangier to Ceuta, except Honey Buzzards, which probably cross chiefly near Ceuta. In autumn, all species from northern Europe cross chiefly between Tarifa and to the east of Gibraltar, while birds from western Iberia probably cross mainly near Tarifa.
The periods of passage of the common migrant species are summarised.
On the basis of visual observations and published radar results, it is argued that raptors can compensate for lateral drift by the wind and so fly on chosen courses; but that in very strong cross-winds, e.g. the easterly Levanters, they may have to let themselves be drifted off-course.