Flight dynamics of a pterosaur-inspired aircraft utilizing a variable-placement vertical tail

Mission performance for small aircraft is often dependent on the turn radius. Various biologically inspired concepts have demonstrated that performance can be improved by morphing the wings in a manner similar to birds and bats; however, the morphing of the vertical tail has received less attention since neither birds nor bats have an appreciable vertical tail. This paper investigates a design that incorporates the morphing of the vertical tail based on the cranial crest of a pterosaur. The aerodynamics demonstrate a reduction in the turn radius of 14% when placing the tail over the nose in comparison to a traditional aft-placed vertical tail. The flight dynamics associated with this configuration has unique characteristics such as a Dutch-roll mode with excessive roll motion and a skid divergence that replaces the roll convergence.     

Flight in slow motion: aerodynamics of the pterosaur wing

The flight of pterosaurs and the extreme sizes of some taxa have long perplexed evolutionary biologists. Past reconstructions of flight capability were handicapped by the available aerodynamic data, which was unrepresentative of possible pterosaur wing profiles. I report wind tunnel tests on a range of possible pterosaur wing sections and quantify the likely performance for the first time. These sections have substantially higher profile drag and maximum lift coefficients than those assumed before, suggesting that large pterosaurs were aerodynamically less efficient and could fly more slowly than previously estimated. In order to achieve higher efficiency, the wing bones must be faired, which implies extensive regions of pneumatized tissue. Whether faired or not, the pterosaur wings were adapted to low-speed flight, unsuited to marine style dynamic soaring but adapted for thermal/slope soaring and controlled, low-speed landing. Because their thin-walled bones were susceptible to impact damage, slow flight would have helped to avoid injury and may have contributed to their attaining much larger sizes than fossil or extant birds. The trade-off would have been an extreme vulnerability to strong or turbulent winds both in flight and on the ground, akin to modern-day paragliders.     

Flight behaviour of seabirds in relation to wind direction and wing morphology

We studied flight direction relative to wind direction (hereafter referred to as "flight direction"), the relation between wing morphology and flight behaviour and interspecies relationships in flight behaviour among all major seabird taxa. We calculated wing loading and aspect ratios for 98 species from 1029 specimens. Species were sorted into 13 groups on the basis of similarity in patterns of flight direction. The primary flight direction of Pelecaniformes and Charadriiformes was into and across headwinds. The most common flight direction of Procellariiformes was across wind. Seabirds avoided flying with tailwinds. Wing loading and aspect ratios were positively correlated in Procellariiformes, Pelecaniformes and alcids but negatively correlated in larids. In Procellariiformes, incidence of headwind flight and that of tailwind flight were significantly correlated with wing loading and aspect ratio; species with higher wing loading and aspect ratios flew more often into headwinds and less often with tailwinds. In contrast, the proportion of Pelecaniformes and Charadriiformes flying with tailwinds increased significantly with increased wing loading. Our results demonstrate a close link in seabirds between flight behaviour, wing morphology and natural history patterns in terms of distribution, colony location, dispersal and foraging behaviour.     

Collision avoidance in commercial aircraft Free Flight via neural networks and non-linear programming

In recent years there has been a great effort to convert the existing Air Traffic Control system into a novel system known as Free Flight. Free Flight is based on the concept that increasing international airspace capacity will grant more freedom to individual pilots during the enroute flight phase, thereby giving them the opportunity to alter flight paths in real time. Under the current system, pilots must request, then receive permission from air traffic controllers to alter flight paths. Understandably the new system allows pilots to gain the upper hand in air traffic. At the same time, however, this freedom increase pilot responsibility. Pilots face a new challenge in avoiding the traffic shares congested air space. In order to ensure safety, an accurate system, able to predict and prevent conflict among aircraft is essential. There are certain flight maneuvers that exist in order to prevent flight disturbances or collision and these are graded in the following categories: vertical, lateral and airspeed. This work focuses on airspeed maneuvers and tries to introduce a new idea for the control of Free Flight, in three dimensions, using neural networks trained with examples prepared through non-linear programming.     

Flight style in bats as predicted from wing morphometry: the effects of specimen preservation

An as yet unconsidered potential error in studies that predict flight style from morphological measurements of bats is the effect of the specimen type employed. On the basis of the finding that morphological measurements taken from fluid-preserved bat specimens may not yield values equivalent to those taken from the live animal, we compared the values of several variables (lifting surface area, wingspan, mass, aspect ratio, wing loading and minimum power speed) for live and fluid-preserved little brown bats ( Myotis lucifugus ) with the accepted standards for this species given by Norberg & Rayner (1987). Significant differences were detected for lifting surface area, wingspan, mass, aspect ratio and wing loading values taken from live bats and their respective values reported by Norberg & Rayner. Differences between preserved bats and Norberg & Rayner's numbers were limited to lifting surface area and wingspan (extended wing positions only), aspect ratio (all wing positions), and mass (both 70% ethanol- and 45% isopropyl alcohol-preserved specimens). Thus, Norberg & Rayner's values correspond most closely to values obtained from preserved museum specimens, a fact reflecting the source of their data in this instance. This and other limitations involved in attempting to predict the flight style of bats from a few morphological characters are discussed.     

Flight initiation of Nysius huttoni (Hemiptera: Orsillidae) in relation to temperature and wing forms

Flight initiation of the New Zealand wheat bug, Nysius huttoni White, in relation to temperature and wing forms was studied in the field over a period of 4 years. The results indicated that temperature is a major factor affecting flight initiation of this species. When air temperature rose to 27 °C, and/or the ground temperature reached 40 °C, flights occurred. These two temperatures are determined as thresholds for flight initiation. Flights were short, low and hop-like, covering up to five metres. Flight behaviour is displayed by a portion of individuals of a population in response to high temperature, suggesting that other factors are involved. Flight can occur in adults of any generation except overwintered generation depending on ambient temperature, but mainly in those of second and third generations. Daytime flight is common, peaking especially around midday with high temperatures. Macropterous and sub-brachypterous forms are capable of flight, whereas the brachypterous form is apparently flightless. Both sexes of flying adults have the same temperature thresholds for flight.     

Characteristics of a Beetle's Free Flight and a Flapping-Wing System that Mimics Beetle Flight

In this work, we first present a method to experimentally capture the free flight of a beetle (Allomyrina dichotoma), which is not an active flyer. The beetle is suspended in the air by a hanger to induce the free flight. This flight is filmed using two high-speed cameras. The high speed images are then examined to obtain flapping angle, flapping frequency, and wing rotation of the hind wing. The acquired data of beetle free flight are used to design a motor-driven flapper that can approximately mimic the beetle in terms of size, flapping frequency and wing kinematics. The flapper can create a large flapping angle over 140° with a large passive wing rotation angle. Even though the flapping frequency of the flapper is not high enough compared to that of a real beetle due to the limited motor torque, the flapper could produce positive average vertical force. This work will provide important experience for future development of a beetle-mimicking Flapping-Wing Micro Air Vehicle (FWMAV).     

Effect of outer wing separation on lift and thrust generation in a flapping wing system

We explore the implementation of wing feather separation and lead-lagging motion to a flapping wing. A biomimetic flapping wing system with separated outer wings is designed and demonstrated. The artificial wing feather separation is implemented in the biomimetic wing by dividing the wing into inner and outer wings. The features of flapping, lead-lagging, and outer wing separation of the flapping wing system are captured by a high-speed camera for evaluation. The performance of the flapping wing system with separated outer wings is compared to that of a flapping wing system with closed outer wings in terms of forward force and downward force production. For a low flapping frequency ranging from 2.47 to 3.90 Hz, the proposed biomimetic flapping wing system shows a higher thrust and lift generation capability as demonstrated by a series of experiments. For 1.6 V application (lower frequency operation), the flapping wing system with separated wings could generate about 56% higher forward force and about 61% less downward force compared to that with closed wings, which is enough to demonstrate larger thrust and lift production capability of the separated outer wings. The experiments show that the outer parts of the separated wings are able to deform, resulting in a smaller amount of drag production during the upstroke, while still producing relatively greater lift and thrust during the downstroke.     

Selective predation on tadpoles of three tailless anuran species]

In laboratory experiments an introduced fish Perccottus glenii consumed selectively tadpoles of three numerous anuran amphibian species of Moscow Province. Perccottus glenii actively consumed all seized tadpoles of the Rana arvalis and R. temporaria. These predators consumed significantly lesser number of Bufo bufo tadpoles and frequently rejected them after seizing without considerable damages. Observations showed that P. glenii rejects B. bufo after intraoral testing. Larvae of dragonfly Aeschna cyanea also actively consumed almost all seized R. arvalis tadpoles, while usually rejected B. bufo after attacking and damaging them. Larvae of diving beetle Dytiscus marginalis sucking out captured prey, intensively consumed tadpoles of R. arvalis and B. bufo and did not reject them.     

Stable remodeling of tailless nucleosomes by the human SWI-SNF complex

The histone N-terminal tails have been shown previously to be important for chromatin assembly, remodeling, and stability. We have tested the ability of human SWI-SNF (hSWI-SNF) to remodel nucleosomes whose tails have been cleaved through a limited trypsin digestion. We show that hSWI-SNF is able to remodel tailless mononucleosomes and nucleosomal arrays, although hSWI-SNF remodeling of tailless nucleosomes is less effective than remodeling of nucleosomes with tails. Analogous to previous observations with tailed nucleosomal templates, we show both (i) that hSWI-SNF-remodeled trypsinized mononucleosomes and arrays are stable for 30 min in the remodeled conformation after removal of ATP and (ii) that the remodeled tailless mononucleosome can be isolated on a nondenaturing acrylamide gel as a novel species. Thus, nucleosome remodeling by hSWI-SNF can occur via interactions with a tailless nucleosome core.     

Flight threshold, wing muscle histolysis, and alary polymorphism: correlated traits for dispersal tendency in the Gerridae

ABSTRACT. 1. This paper tests the hypothesis that selection for dispersal ability within a species influences not only the occurrence and extent of wing reduction but also the tendency or ability of the macropterous individuals to fly.
2. Flight thresholds of four species of waterstriders (Hemiptera; Gerridae) were assessed using a tethered flight technique. The species tested varied from monomorphic macropterous ( Limnoporus dissortis Drake and Harris), through seasonally polymorphic ( Gerris comatus Drake and Hottes and G. buenoi Kirkaldy), to primarily apterous ( G.remigis Say).
3. Condition of the indirect, mesothoracic flight muscles, and presence or absence of mature or developing eggs (for females) were determined by dissection of all individuals immediately following flight testing. Only individuals with normal muscles were included in the analysis of flight thresholds.
4. Comparisons among species revealed that average flight threshold and extent of flight muscle histolysis were negatively associated with the proportion of macropterous individuals. Wing reduction was also associated with significant seasonal variation in flight threshold, particularly among females.
5. These results support our initial hypothesis, and further indicate that, within the Gerridae, dispersal tendency depends not only on the proportion of macropters but also on the dispersal capability of the macropterous individuals.     

Hymenopteran wing kinematics: a qualitative study

(With 9 plates and 2 figures in the text)
Wing deformations were studied in representatives of several hymenopteran families during free Right in hovering or near hovering conditions. The claval furrow, costal break, stigma and a variety of flexion lines occupying the wing apex are all involved in regulating forewing profile during the flight cycle in lchneumonidae and Tenthredinidae. In these families, as well as in the sphecid Sphex rujocincius , the median flexion line of the hindwing is also active in the terminal stages of supination. The plaiting fold of the vespid forewing plays an important role in profile control during the upstroke, reversing its polarity compared to rest. Little wing distortion was observed in the large scolids Scotia flavifrons and S. hirta , possibly attributable to the presence of strengthening ridges and grooves in the wing apex.