Assessing arboreal adaptations of bird antecedents: testing the ecological setting of the origin of the avian flight stroke

The origin of avian flight is a classic macroevolutionary transition with research spanning over a century. Two competing models explaining this locomotory transition have been discussed for decades: ground up versus trees down. Although it is impossible to directly test either of these theories, it is possible to test one of the requirements for the trees-down model, that of an arboreal paravian. We test for arboreality in non-avian theropods and early birds with comparisons to extant avian, mammalian, and reptilian scansors and climbers using a comprehensive set of morphological characters. Non-avian theropods, including the small, feathered deinonychosaurs, and Archaeopteryx, consistently and significantly cluster with fully terrestrial extant mammals and ground-based birds, such as ratites. Basal birds, more advanced than Archaeopteryx, cluster with extant perching ground-foraging birds. Evolutionary trends immediately prior to the origin of birds indicate skeletal adaptations opposite that expected for arboreal climbers. Results reject an arboreal capacity for the avian stem lineage, thus lending no support for the trees-down model. Support for a fully terrestrial ecology and origin of the avian flight stroke has broad implications for the origin of powered flight for this clade. A terrestrial origin for the avian flight stroke challenges the need for an intermediate gliding phase, presents the best resolved series of the evolution of vertebrate powered flight, and may differ fundamentally from the origin of bat and pterosaur flight, whose antecedents have been postulated to have been arboreal and gliding.     

Fiber type homogeneity of the flight musculature in small birds

Studies of medium- and large-bodied avian species have suggested that variation in flight muscle composition is related to differences in flight behavior. For example, slow-twitch or tonic fibers are generally found only in the flight muscles of non-volant or soaring/gliding birds. However, we know comparatively little about fiber composition of the muscles of the smallest birds. Here we describe the fiber composition of muscles from the wings, shoulders, and legs of two small avian species, which also display very high wingbeat frequencies: Anna's hummingbirds (Calypte anna) and zebra finches (Taeniopygia guttata). All flight muscles examined in both species contained exclusively fast oxidative glycolytic (FOG) fibers. These unique results suggest that fast oxidative fibers are both necessary and sufficient for the full range of flight behaviors in these small-bodied birds. Like all other studied birds, the zebra finch gastrocnemius, a tarsometatarsal extensor, contained a mixture of FOG (27.1%), slow oxidative (SO, 12.7%), and fast glycolytic (FG, 60.2%) fibers. By contrast, the hummingbird gastrocnemius lacked FG fibers (85.5% FOG, 14.5% SO), which may reflect the reduced role of the hindlimb during take-off. We further hypothesize that thermogenic requirements constrain fiber type heterogeneity in these small endothermic vertebrates.     

Bird flight and optimal migration

The development of the mechanical and aerodynamical theory of bird flight has greatly stimulated research at widely different levels in the field of bird movement. Recent work has shown that the drag of bird bodies is less than was previously assumed. Furthermore, the structure and circulation of wingtip vortices in the wake of flying birds have been revealed, with implications for estimating flight performance on the basis of vortex theory. Predictions about optimal speed and flight behaviour have been successfully tested by field studies using optical and radar registration. Flight theory also allows predictions about optimal fuel deposition rules for migrating birds. Research about bird flight, with the dynamic interplay between theoretical development and empirical work in biophysics, physiology and ecology, represents a fine example of a highly successful use of the optimality approach in biology.     

Unravelling the migration and moult strategies of a long-distance migrant using stable isotopes: Red Knot Calidris canutus movements in the Americas

For long‐distance migrants, such as many of the shorebirds, understanding the demographic implications of behavioural strategies adopted by individuals is key to understanding how environmental change will affect populations. Stable isotopes have been used in the terrestrial environment to infer migratory strategies of birds but rarely in marine or estuarine systems. Here, we show that the stable isotope ratios of carbon and nitrogen in flight feathers can be used to identify at least three discrete wintering areas of the Red Knot Calidris canutus on the eastern seaboard of the Americas, ranging from southeastern USA to Patagonia and Tierra del Fuego. In spring, birds migrate northwards via Delaware Bay, in the northeastern USA, the last stopping point before arrival in Arctic breeding areas, where they fatten up on eggs of spawning Horseshoe Crabs Limulus polyphemus. The isotope ratios of feather samples taken from birds caught in the Bay during May 2003 were compared with feathers obtained from known wintering areas in Florida (USA), Bahia Lomas (Chile) and Rio Grande (Argentina). In May 2003, 30% of birds passing through the Bay had Florida‐type ‘signatures’, 58% were Bahia Lomas‐type, 6% were Rio Grande‐type and 7% were unclassified. Some of the southern wintering birds had started moulting flight feathers in northern areas, suspended this, and then finished their moult in the wintering areas, whereas others flew straight to the wintering areas before commencing moult. This study shows that stable isotopes can be used to infer migratory strategies of coastal‐feeding shorebirds and provides the basis for identifying the moult strategy and wintering areas of birds passing through Delaware Bay. Coupled with banding and marking birds as individuals, stable isotopes provide a powerful tool for estimating population‐specific demographic parameters and, in this case, further our understanding of the migration systems of the declining Nearctic populations of Red Knot.     

The distribution and habitats of crossbills Loxia spp. in Britain, with special reference to the Scottish Crossbill Loxia scotica

A study was carried out, primarily in northern Scotland, to relate bill and wing measurements to diagnostic calls of crossbill species, and thereby use the calls to describe the distributions and habitats of the different species. Bill depth and wing length measurements from museum specimens and live‐trapped birds were used to describe the size categories. Almost all measurements of crossbills from England were similar to measurements of Common Crossbills from Fennoscandia. Museum specimens showed that crossbills in northern Scotland between 1822 and 1990 were a combination of Common Crossbills, birds which were intermediate between Common and Parrot Crossbills (Scottish Crossbills), and perhaps a few Parrot Crossbills. However, catches of crossbills between 1995 and 2000 showed that Parrot Crossbills (based on bill and wing measurements) were present at some sites in the Highlands. Recordings of flight calls and excitement calls of birds of known bill sizes allowed a classification of crossbills according to call types. Four different flight calls (referred to here as types 1–4) and five excitement calls (types A–E) were recognized. A sample of small‐billed birds, thereby identified as Common Crossbills, indicated that there were three groups of Common Crossbills: those giving type 1 flight calls and type A excitement calls (1A), type 2 flight calls and type B excitement calls (2B), and type 4 flight calls and type E excitement calls (4E). Large‐billed birds identified as Parrot Crossbills gave mainly type 2 flight calls and type D excitement calls. Birds with intermediate bill depths (Scottish Crossbills) gave type 3 flight calls and type C excitement calls. Distributions based on calls showed that 1A Common Crossbills were widespread in Scotland but the other types of Common Crossbill were rare. Parrot Crossbills were found in a few localities in the Highlands, and Scottish Crossbills (defined as those giving type 3 flight calls and type C excitement calls) were restricted to the northern and eastern Highlands. Scottish Crossbills and 1A Common Crossbills had overlapping distributions, and overlapped greatly in the types of forests they used between January and March when the Scots Pine cones were still closed. However, Scottish Crossbills were more frequently associated with stands containing Scots Pine compared with Common Crossbills.     

Primary feather lengths may not be important for inferring the flight styles of Mesozoic birds

Chan, N.R., Dyke, G.J. & Benton, M.J. 2013: Primary feather lengths may not be important for inferring the flight styles of Mesozoic birds. Lethaia, Vol. 46, pp. 146–152. Although many Mesozoic fossil birds have been found with primary feathers preserved, these structures have rarely been included in morphometric analyses. This is surprising because the flight feathers of modern birds can contribute approximately 50% of the total wing length, and so it would be assumed that their inclusion or exclusion would modify functional interpretations. Here we show, contrary to earlier work, that this may not be the case. Using forelimb measurements and primary feather lengths from Mesozoic birds, we constructed morphospaces for different clades, which we then compared with morphospaces constructed for extant taxa classified according to flight mode. Consistent with older work, our results indicate that among extant birds some functional flight groups can be distinguished on the basis of their body sizes and that variation in the relative proportions of the wing elements is conservative. Mesozoic birds, on the other hand, show variable proportions of wing bones, with primary feather length contribution to the wing reduced in the earlier diverging groups. We show that the diverse Mesozoic avian clade Enantiornithes overlaps substantially with extant taxa in both size and limb element proportions, confirming previous morphometric results based on skeletal elements alone. However, these measurements cannot be used to distinguish flight modes in extant birds, and so cannot be used to infer flight mode in fossil forms. Our analyses suggest that more data from fossil birds, combined with accurate functional determination of the flight styles of living forms is required if we are to be able to predict the flight modes of extinct birds. □Birds, flight, morphospace, Mesozoic, wing.     

Flight by night or day? Optimal daily timing of bird migration

Many migratory bird species fly mainly during the night (nocturnal migrants), others during daytime (diurnal migrants) and still others during both night and day. Need to forage during the day, atmospheric structure, predator avoidance and orientation conditions have been proposed as explanations for the widespread occurrence of nocturnal migration. However, the general principles that determine the basic nocturnal-diurnal variation in flight habits are poorly known. In the present study optimal timing of migratory flights, giving the minimum total duration of the migratory journey, is evaluated in a schematic way in relation to ecological conditions for energy gain in foraging and for energy costs in flight. There exists a strong and fundamental advantage of flying by night because foraging time is maximized and energy deposition can take place on days immediately after and prior to the nocturnal flights. The increase in migration speed by nocturnal compared with diurnal migration will be largest for birds with low flight costs and high energy deposition rates. Diurnal migration will be optimal if it is associated with efficient energy gain immediately after a migratory flight because suitable stopover/foraging places have been located during the flight or if energy losses during flight are substantially reduced by thermal soaring and/or by fly-and-forage migration. A strategy of combined diurnal and nocturnal migration may be optimal when birds migrate across regions with relatively poor conditions for energy deposition (not only severe but also soft barriers). Predictions about variable timing of migratory flights depending on changing foraging and environmental conditions along the migration route may be tested for individual birds by analysing satellite tracking results with respect to daily travel routines in different regions. Documenting and understanding the adaptive variability in daily travel schedules among migrating animals constitute a fascinating challenge for future research.     

Estimating flight height and flight speed of breeding Piping Plovers

Collisions with wind turbines are an increasing conservation concern for migratory birds that already face many threats. Existing collision‐risk models take into account parameters of wind turbines and bird flight behavior to estimate collision probability and mortality rates. Two behavioral characteristics these models require are the proportion of birds flying at the height of the rotor swept‐zone and the flight speed of birds passing through the rotor swept‐zone. In recent studies, investigators have measured flight height and flight speed of migrating birds using fixed‐beam radar and thermal imaging. These techniques work well for fixed areas where migrants commonly pass over, but they cannot readily provide species‐specific information. We measured flight heights of a nesting shorebird, the federally threatened Piping Plover (Charadrius melodus), using optical range finding and measured flight speed using videography. Several single‐turbine wind projects have been proposed for the Atlantic coast of the United States where they may pose a potential threat to these plovers. We studied Piping Plovers in New Jersey and Massachusetts during the breeding seasons of 2012 and 2013. Measured flight heights ranged from 0.7 to 10.5 m with a mean of 2.6 m (N = 19). Concurrent visually estimated flight heights were all within 2 m of measured heights and most within 1 m. In separate surveys, average visually estimated flight height was 2.6 m (N = 1674) and ranged from 0.25 m to 40 m. Average calculated flight speed was 9.30 m/s (N = 17). Optical range finding was challenging, but provided a useful way to calibrate visual estimates where frames of reference were lacking in the environment. Our techniques provide comparatively inexpensive, replicable procedures for estimating turbine collision‐risk parameters where the focus is on discrete nesting areas of specific species where birds follow predictable flight paths.     

Fibre types in primary ‘flight’ muscles of the African Penguin (Spheniscus demersus)

The African penguin (Spheniscus demersus) is an endangered seabird that resides on the temperate southern coast of Africa. Like all penguins it is flightless, instead using its specialized wings for underwater locomotion termed ‘aquatic flight’. While musculature and locomotion of the large Antarctic penguins have been well studied, smaller penguins show different biochemical and behavioural adaptations to their habitats. We used histochemical and immunohistochemical methods to characterize fibre type composition of the African penguin primary flight muscles, the pectoralis and supracoracoideus. We hypothesized the pectoralis would contain predominantly fast oxidative–glycolytic (FOG) fibres, with mainly aerobic subtypes. As the supracoracoideus and pectoralis both power thrust, we further hypothesized these muscles would have a similar fibre type complement. Our results supported these hypotheses, also showing an unexpected slow fibre population in the deep parts of pectoralis and supracoracoideus. The latissimus dorsi was also examined as it may contribute to thrust generation during aquatic flight, and in other avian species typically contains definitive fibre types. Unique among birds studied to date, the African penguin anterior latissimus dorsi was found to consist mainly of fast fibres. This study shows the African penguin has specialized flight musculature distinct from other birds, including large Antarctic penguins.     

Flight Energetics in Birds

SYNOPSIS. Some birds can fly for more than 1000 kilometers withoutfeeding. Are these distances compatible with the fuel reservesand the power requirements that flying birds are thought tohave? The fuel for flight is primarily fat, which can make up50% of the total body mass of a bird prior to a long distanceflight. As the bird uses up fuel during the flight and becomeslighter, the power requirements of flight probably decrease.However, a constant power requirement can be assumed throughoutthe flight without introducing serious errors into the estimateof maximum flight distance at a given flight speed. Variousmethods that have been used to estimate the power requirementsof flight are reviewed. Estimates based on indirect calorimetryindicate that the maximum flight distances of birds, when agiven proportion of body mass is used as fuel, are directlyproportional to body mass raised to the 0.227 power. Calculatedvalues of range suggest that birds have small margins of safelyin long, over-water flights unless they are aided by winds orvertical air currents.     

Functional anatomy of the heart of the fruit-eating bat, Eidolon helvum, Kerr

Seventy-seven hearts from one species of bat, Eidolon helvum Kerr, have been examined as a preliminary step in correlating cardiac form the and function in relation to flight in mammals. The supposition is that the heart, like the upper limbs and pectoral girdle, will show deviations from the common mammalian plan because of the animal's unusual way of life. The first thing that happens in flight, as in any form of exercise, is an immense increase in venous return to the heart. The architecture of the sinus venarum of the right atrium and of the right ventricle in the region of the atrioventricular valve, including the position of the papillary muscles, may be related to prevention of rapid overdistension of the right side of the heart. The walls of the inflow and outflow tracts of the right ventricle are exceptionally smooth, an anatomical feature that may have significance in that friction may be reduced. The left side of the heart resembles that of other mammals more closely.     

Modelling antipredator vigilance and flight response in group foragers when warning signals are ambiguous

The trade-off between feeding and vigilance in flocks of birds has been extensively studied and modelled. An assumption of many models is that if one bird spots the predator, it gives a signal and the rest of the flock takes flight. However, it has been observed that birds do not always respond to signals and in fact many signals turn out to be false alarms. Since taking flight is both costly in time and energy, it may be advantageous for birds not to respond to all alarm calls. A model is developed to show under what circumstances birds should respond to a signal. The model predicts that under most, but not all, circumstances, birds should respond to multiple detections but not to single detections. The model also predicts that if birds respond to all flights, they will have to compensate for the time lost to feeding and the greater energy requirement of spending more time in flight, by being less vigilant, and they have a lower probability of survival than birds which only respond to multiple detections.     

Coronary sinus of the heart in various anomalies of the conotruncus

Thirty-one hearts with anomalous conotruncus (common arterial trunk, hypoplasia of the aorta with transposition, atresia of the pulmonary trunk) have been studied. There are some peculiarities in anatomy and topography of the coronary sinus, concerning its sources, that is veins forming the venous sinus, position and interrelations with the venous sulcus and with the interatrial septum, size and form of the ostium and valve of the coronary sinus. The most amount of the anatomical peculiarities of the sinus are observed in the preparations, where the anomalous conotruncus is combined with absence of one or both cardiac septa.     

Succinic Dehydrogenase Distribution in the Pectoralis Muscle of Several East African Birds

The distribution of succinic dehydrogenase activity was investigated in the pectoralis muscle of thirteen East African birds, representing five Orders. It was found that the pectoralis muscle of the most primitive birds studied (Galliformes) contained all “white” muscle fibres whereas the more advanced birds (Passeriformes) had all “red” muscle fibres. Intermediate Orders had mostly a mixture of red and white muscle fibres. There also appeared to be a direct relationship between body size and average muscle fibre size. However, it was concluded that the most important factor in relation to the muscle structure is the bird's mode of flight. The relationship with the degree of evolution and body size only held true in so far as the birds which had developed the facility for sustained flight, by increasing their red muscle fibre content, were also smaller in size and constituted the more “evolved” Orders of birds. In support of this it was noted that migratory birds (i.e. engaging in sustained flight) from more primitive Orders also had a high red muscle fibre content in their pectoralis muscles.     

The Orientation Behaviour of Chaffinches, Fringilla coelebs, Caught during Active Migratory Flight, in Relation to the Sun

The few orientation studies that have been carried out with day-migrating birds show that they are able to use solar and magnetic orientation cues for orientation. Previous orientation experiments in Emlen funnels have been carried out either with hand-raised birds or with birds caught during resting periods at stop-over sites. The aim of our study was to test whether birds caught during active flight show a higher concentration of migratory activity in the seasonally appropriate migratory direction in the funnels than birds that had not experienced migration just before the funnel experiments. The topography at the alpine pass Col de Bretolet at the border of Switzerland and France allowed us to capture birds during active migratory flight. These birds were in full migration disposition. Orientation experiments with chaffinches suggested an influence of the sun because chaffinches did not orient in the seasonally expected direction, but probably showed positive phototaxis towards the light of the sun at the opposite side of the funnel. Chaffinches tested under overcast conditions oriented to the north-west which probably was a 'nonsense' orientation and not a reverse migration or compensatory behaviour. We conclude that freshly caught birds are too stressed to show appropriate orientation when tested immediately after catching.     

Energy expenditures for flight,aerodynamic quality,and colonization of forest habitats by birds

The power that the birds can use for flight (available power) and the power required for flight according to physical laws (requisite power) grow with an increase in body mass, the exponents of the corresponding functions being different. Small birds can follow different strategies, either improving the aerodynamic quality of the body (thereby saving the excess available power) or sacrifice aerodynamic quality in favor of morphological adaptation to factors other than the demands of flight proper, which provides the possibility of utilizing a wider range of ecological niches. A hypothesis is proposed that the high metabolic rate of passerine birds, compared to representatives of other bird orders, is an adaptation to maneuverable (i.e., relatively low-speed) flight necessary for successful colonization of forest habitats. The speed that birds of such size can develop according to the scaling theory is too high for nesting and foraging in tree crowns, and its reduction is possible in two ways: by increasing air drag or by changing the style of flight (by analogy with airplane vs. helicopter). The first way is feasible, but a high air drag due to morphological modifications (e.g., in the size of the tail or characteristics of the wing) interferes with the possibility of long-distance migration flight, as energy expenditures for it will exceed the energy potential of the bird. This is why migratory nonpasserine birds, which have used this strategy, are practically absent in forests of the temperate zone. Therefore, more promising is the second way involving transition to a new flight style and, in a certain sense, to a new morphophysiological organization. Passerines have achieved this by changing their flight style so that the wing actively generates forces (lift and thrust) only in downstroke. Such a flight requires more energy, and, to provide it in sufficient amounts, passerine birds have increased their basal metabolic rate (BMR). Thus, both their flight energy expenditures and BMR are higher than in nonpasserines. Remarkably, among approximately 8660 extant bird species known today, more than half (about 5100 species) belong to the order Passeriformes. Such a ratio, unknown in any other vertebrate class, is evidence that passerines have gained a considerable biological advantage over all other birds due to their increased BMR.     

Nocturnal migratory songbirds adjust their travelling direction aloft: evidence from a radiotelemetry and radar study

In order to fully understand the orientation behaviour of migrating birds, it is important to understand when birds set their travel direction. Departure directions of migratory passerines leaving stopover sites are often assumed to reflect the birds'' intended travel directions, but this assumption has not been critically tested. We used data from an automated radiotelemetry system and a tracking radar at Falsterbo peninsula, Sweden, to compare the initial orientation of departing songbirds (recorded by radiotelemetry) with the orientation of songbird migrants in climbing and level flight (recorded by radar). We found that the track directions of birds at high altitudes and in level flight were more concentrated than the directions of departing birds and birds in climbing flight, which indicates that the birds adjust their travelling direction once aloft. This was further supported by a wide scatter of vanishing bearings in a subsample of radio-tracked birds that later passed an offshore radio receiver station 50 km southeast of Falsterbo. Track directions seemed to be more affected by winds in climbing compared with level flights, which may be explained by birds not starting to partially compensate for wind drift until they have reached cruising altitudes.     

Functional morphometric analysis of the furcula in mesozoic birds

The furcula displays enormous morphological and structural diversity. Acting as an important origin for flight muscles involved in the downstroke, the form of this element has been shown to vary with flight mode. This study seeks to clarify the strength of this form-function relationship through the use of eigenshape morphometric analysis coupled with recently developed phylogenetic comparative methods (PCMs), including phylogenetic Flexible Discriminant Analysis (pFDA). Additionally, the morphospace derived from the furculae of extant birds is used to shed light on possible flight adaptations of Mesozoic fossil taxa. While broad conclusions of earlier work are supported (U-shaped furculae are associated with soaring, strong anteroposterior curvature with wing-propelled diving), correlations between form and function do not appear to be so clear-cut, likely due to the significantly larger dataset and wider spectrum of flight modes sampled here. Interclavicular angle is an even more powerful discriminator of flight mode than curvature, and is positively correlated with body size. With the exception of the close relatives of modern birds, the ornithuromorphs, Mesozoic taxa tend to occupy unique regions of morphospace, and thus may have either evolved unfamiliar flight styles or have arrived at similar styles through divergent musculoskeletal configurations.     

Size scaling and stiffness of avian primary feathers: implications for the flight of Mesozoic birds

The primary feathers of birds are subject to cyclical forces in flight causing their shafts (rachises) to bend. The amount the feathers deflect during flight is dependent upon the flexural stiffness of the rachises. By quantifying scaling relationships between body mass and feather linear dimensions in a large data set of living birds, we show that both feather length and feather diameter scale much closer to predictions for geometric similarity than they do to elastic similarity. Scaling allometry also indicates that the primary feathers of larger birds are relatively shorter and their rachises relatively narrower, compared to those of smaller birds. Two-point bending tests indicated that larger birds have more flexible feathers than smaller species. Discriminant functional analyses (DFA) showed that body mass, primary feather length and rachis diameter can be used to differentiate between different magnitudes of feather bending stiffness, with primary feather length explaining 63% of variance in rachis stiffness. Adding fossil measurement data to our DFA showed that Archaeopteryx and Confuciusornis do not overlap with extant birds. This strongly suggests that the bending stiffness of their primary feathers was different to extant birds and provides further evidence for distinctive flight styles and likely limited flight ability in Archaeopteryx and Confuciusornis.     

Cross sectional geometry of the forelimb skeleton and flight mode in pelecaniform birds

Avian wing elements have been shown to experience both dorsoventral bending and torsional loads during flapping flight. However, not all birds use continuous flapping as a primary flight strategy. The pelecaniforms exhibit extraordinary diversity in flight mode, utilizing flapping, flap‐gliding, and soaring. Here we (1) characterize the cross‐sectional geometry of the three main wing bone (humerus, ulna, carpometacarpus), (2) use elements of beam theory to estimate resistance to loading, and (3) examine patterns of variation in hypothesized loading resistance relative to flight and diving mode in 16 species of pelecaniform birds. Patterns emerge that are common to all species, as well as some characteristics that are flight‐ and diving‐mode specific. In all birds examined, the distal most wing segment (carpometacarpus) is the most elliptical (relatively high I_max/I_min) at mid‐shaft, suggesting a shape optimized to resist bending loads in a dorsoventral direction. As primary flight feathers attach at an oblique angle relative to the long axis of the carpometacarpus, they are likely responsible for inducing bending of this element during flight. Moreover, among flight modes examined the flapping group (cormorants) exhibits more elliptical humeri and carpometacarpi than other flight modes, perhaps pertaining to the higher frequency of bending loads in these elements. The soaring birds (pelicans and gannets) exhibit wing elements with near‐circular cross‐sections and higher polar moments of area than in the flap and flap‐gliding birds, suggesting shapes optimized to offer increased resistance to torsional loads. This analysis of cross‐sectional geometry has enhanced our interpretation of how the wing elements are being loaded and ultimately how they are being used during normal activities. J. Morphol., 2011. © 2011 Wiley‐Liss,Inc.