Energy expenditure during bicycling

This study was designed to measure the O2 uptake (VO2) of cyclists while they rode outdoors at speeds from 32 to 40 km/h. Regression analyses of data from 92 trials using the same wheels, tires, and tire pressure with the cyclists riding in their preferred gear and in an aerodynamic position indicated the best equation (r = 0.84) to estimate VO2 in liters per minute VO2 = -4.50 + 0.17 rider speed + 0.052 wind speed + 0.022 rider weight where rider and wind speed are expressed in kilometers per hour and rider weight in kilograms. Following another rider closely, i.e., drafting, at 32 km/h reduced VO2 by 18 +/- 11%; the benefit of drafting a single rider at 37 and 40 km/h was greater (27 +/- 8%) than that at 32 km/h. Drafting one, two, or four riders in a line at 40 km/h resulted in the same reduction in VO2 (27 +/- 7%). Riding at 40 km/h at the back of a group of eight riders reduced VO2 by significantly more (39 +/- 6%) than drafting one, two, or four riders in a line; drafting a vehicle at 40 km/h resulted in the greatest decrease in VO2 (62 +/- 6%). VO2 was also 7 +/- 4% lower when the cyclists were riding an aerodynamic bicycle. An aerodynamic set of wheels with a reduced number of spokes and one set of disk wheels were the only wheels to reduce VO2 significantly while the cyclists were riding a conventional racing bicycle at 40 km/h.(ABSTRACT TRUNCATED AT 250 WORDS)     

Quantification of structural loading during off-road cycling.

To provide data for fatigue life prediction and testing of structural components in off-road bicycles, the objective of the research described herein was to quantify the loads input to an off-road bicycle as a result of surface-induced loads. A fully instrumented test bicycle was equipped with dynamometers at the pedals, handlebars, and hubs to measure all in-plane structural loads acting through points of contact between the bicycle and both the rider and the ground. A portable data acquisition system carried by the standing rider allowed, for the first time, this loading information to be collected during extended off-road testing. In all, seven experienced riders rode a downhill trial test section with the test bicycle in both front-suspension and full-suspension configurations. The load histories were used quantitatively to describe the load components through the computation of means, standard deviations, amplitude probability density functions, and power spectral density functions. For the standing position, the coefficients of variation for the load components normal to the ground were greater than 1.2 for handlebar forces and 0.3 and 0.5-0.6 for the pedal and hub forces, respectively. Thus, the relative contribution of the dynamic loading was much greater than the static loading at the handlebars but less so at the pedals and hubs. As indicated by the rainflow count, high amplitude loading was developed approaching 3 and 5 times the weight of the test subjects at the front and rear wheels, respectively. The power spectral densities showed that energy was concentrated in the band 0-50 Hz. Through stress computations and knowledge of material properties, the data can be used analytically to predict the fatigue life of important structural components such as those for steering. The data can also be used to develop a fatigue testing protocol for verifying analytical predictions of fatigue life.     

Negotiating left-hand and right-hand bends: a motorcycle simulator study to investigate experiential and behaviour differences across rider groups

Why do motorcyclists crash on bends? To address this question we examined the riding styles of three groups of motorcyclists on a motorcycle simulator. Novice, experienced and advanced motorcyclists navigated a series of combined left and right bends while their speed and lane position were recorded. Each rider encountered an unexpected hazard on both a left- and right-hand bend section. Upon seeing the hazards, all riders decreased their speed before steering to avoid the hazard. Experienced riders tended to follow more of a racing line through the bends, which resulted in them having to make the most severe changes to their position to avoid a collision. Advanced riders adopted the safest road positions, choosing a position which offered greater visibility through the bends. As a result, they did not need to alter their road position in response to the hazard. Novice riders adopted similar road positions to experienced riders on the left-hand bends, but their road positions were more similar to advanced riders on right-hand bends, suggesting that they were more aware of the risks associated with right bends. Novice riders also adopted a safer position on post-hazard bends whilst the experienced riders failed to alter their behaviour even though they had performed the greatest evasive manoeuvre in response to the hazards. Advanced riders did not need to alter their position as their approach to the bends was already optimal. The results suggest that non-advanced riders were more likely to choose an inappropriate lane position than an inappropriate speed when entering a bend. Furthermore, the findings support the theory that expertise is achieved as a result of relearning, with advanced training overriding ‘bad habits’ gained through experience alone.     

Cycling around a Curve: The Effect of Cycling Speed on Steering and Gaze Behavior

Although it is generally accepted that visual information guides steering, it is still unclear whether a curvature matching strategy or a ‘look where you are going’ strategy is used while steering through a curved road. The current experiment investigated to what extent the existing models for curve driving also apply to cycling around a curve, and tested the influence of cycling speed on steering and gaze behavior. Twenty-five participants were asked to cycle through a semicircular lane three consecutive times at three different speeds while staying in the center of the lane. The observed steering behavior suggests that an anticipatory steering strategy was used at curve entrance and a compensatory strategy was used to steer through the actual bend of the curve. A shift of gaze from the center to the inside edge of the lane indicates that at low cycling speed, the ‘look where you are going’ strategy was preferred, while at higher cycling speeds participants seemed to prefer the curvature matching strategy. Authors suggest that visual information from both steering strategies contributes to the steering system and can be used in a flexible way. Based on a familiarization effect, it can be assumed that steering is not only guided by vision but that a short-term learning component should also be taken into account.     

Does horse temperament influence horse-rider cooperation?

Cooperation between rider and horse is of major importance in equitation. A balanced team of horse and rider improves (sport) performances and welfare aspects by decreasing stress, frustration, risks of injuries, and accidents. Important features affecting the cooperation are the physical skills, knowledge, and personality of the rider on one hand and the temperament, experience, and physical abilities of the horse on the other. A study with 16 riders and 16 warm-blood riding horses tested the effect of personality of riders and temperament of horses on cooperation between riders and horses. More emotionally reactive horses showed more evasive behavior during riding. Riders preferred to ride those horses who were assessed by the riders as being attentive to the rider's aid. The frequency of evasive behaviors during riding--as assessed by riders, in contrast to the assessments made by an external judge--influenced the cooperation between rider and horse. On average, a rider's personality did not affect the cooperation between rider and horse; however, it is suggested that a rider's personality does affect the cooperation with more emotionally reactive horses.     

Adaptive recovery responses to repeated forward loss of balance in older adults

Experiments designed to assess balance recovery in older adults often involve exposing participants to repeated loss of balance. The purpose of this study was to investigate the adaptive balance recovery response exhibited by older adults following repeated exposure to forward loss of balance induced by releasing participants from a static forward lean angle. Fifty-eight healthy, community-dwelling older adults, aged 65-80 years, participated in the study. Participants were instructed to attempt to recover with a single step and performed four trials at each of three lean angles. Adaptive recovery responses at four events (cable release, toe-off of the stepping foot, foot contact and maximum knee flexion angle following landing in the stepping leg) were quantified for trials performed at the intermediate lean angle using the concept of margin of stability. The antero-posterior and medio-lateral margin of stability were computed as the difference between the velocity-adjusted position of the whole body centre of mass and the corresponding anterior or lateral boundary of the base of support. Across repeated trials adaptations in reactive stepping responses were detected that resulted in improved antero-posterior stability at foot contact and maximum knee flexion angle. Improved antero-posterior stability following repeated trials was explained by more effective control of the whole body centre of mass during the reactive stepping response and not by adjustments in step timing or base of support. The observed adaptations occurred within a single testing session and need to be considered in the design of balance recovery experiments.     

A study of physical demands in riding

Thirteen experienced riders and three elite riders underwent bicycle ergometer tests at submaximal and maximal workloads. Oxygen uptake, pulmonary ventilation and heart rate were also studied during riding at a walk, a trot and a canter. The mean maximal oxygen uptake of the experienced riders in the ergometer test (2.71 . min-1) was superior to the average maximal oxygen uptake of other groups of the same age and sex. The average oxygen uptake of the experienced riders in trot sitting was 1.701 . min-1, trot rising 1.681 . min-1 and in canter 1.801 . min-1. The experienced riders used at least 60% of their maximal aerobic power in trot and canter, which is an exercise intensity that may induce some training effect. Two elite riders consistently had lower oxygen uptakes in riding than the other riders. The heart rate -- oxygen uptake relationships in riding and in the ergometer tests were similar, except during trot sitting when the heart rate tended to be higher, indicating a larger share of static muscle contraction in this gait. Static muscle strength was measured in nine riders and seven non-riders. Six muscle groups were investigated, but no significant difference in muscle strength could be demonstrated between riders and controls.     

From bipedalism to bicyclism: evolution in energetics and biomechanics of historic bicycles.

We measured the metabolic cost (C) and mechanical work of riding historic bicycles at different speeds: these bicycles included the Hobby Horse (1820s), the Boneshaker (1860s), the High Wheeler (1870s), the Rover (1880s), the Safety (1890s) and a modern bicycle (1980s) as a mean of comparison. The rolling resistance and air resistance of each vehicle were assessed. The mechanical internal work (W(INT)) was measured from three-dimensional motion analysis of the Hobby Horse and modern bicycle moving on a treadmill at different speeds. The equation obtained from the modern bicycle data was applied to the other vehicles. We found the following results. (i) Apart from the Rover, which was introduced for safety reasons, every newly invented bicycle improved metabolic economy. (ii) The rolling resistance decreased with subsequent designs while the frontal area and, hence, aerodynamic drag was fairly constant (except for the High Wheeler). (iii) The saddle-assisted body weight relief (which was inaugurated by the Hobby Horse) was responsible for most of the reduction in metabolic cost compared with walking or running. Further reductions in C were due to decreases in stride/pedalling frequency and, hence, W(INT) at the same speeds. (iv) The introduction of gear ratios allowed the use of pedalling frequencies that optimize the power/contraction velocity properties of the propulsive muscles. As a consequence, net mechanical efficiency (the ratio between the total mechanical work and C) was almost constant (0.273 +/- 0.015s.d.) for all bicycle designs, despite the increase in cruising speed. In the period from 1820 to 1890, improved design of bicycles increased the metabolically equivalent speed by threefold compared with walking at an average pace of ca. + 0.5 ms(-1) per decade [corrected]. The speed gain was the result of concurrent technological advancements in wheeled, human-powered vehicles and of 'smart' adaptation of the same actuator (the muscle) to different operational conditions.     

Comparison of an intermittent and continuous forearm muscles fatigue protocol with motorcycle riders and control group

Motorcycle races’ long duration justify the study of forearm muscles fatigue, especially knowing the frequently associated forearm discomfort pathology. Moreover, while continuous fatigue protocols yield unequivocal results, EMG outcomes from an intermittent protocol are quite controversial.This study examined the forearm muscle fatigue patterns produced during these two protocols, comparing riders with a control group, and relating maximal voluntary contraction with EMG parameters (amplitude – NRMS and median frequency – NMF) of both protocols to the forearm discomfort among motorcycle riders.Twenty riders and 39 controls performed in separate days both protocols simulating the braking gesture and posture of a rider. EMG of flexor digitorum superficialis (FS) and carpi radialis (CR) were monitored.CR revealed more differences among protocols and groups compared to FS. The greater CR activation in riders could be interpreted as a neuromotor strategy to improve braking precision. When FS fatigue increased, the control group progressively shift toward a bigger CR activation, adopting an intermuscular activation pattern closer to riders. Despite the absence of NMF decrement throughout the intermittent protocol, which suggest that we should have shorten the recovery times from the actual 1 min, the superior number of rounds performed by the riders proved that this protocol discriminates better riders against controls and is more related to forearm discomfort.     

Multivariable optimization of cycling biomechanics

Relying on a biomechanical model of the lower limb which treats the leg-bicycle system as a five-bar linkage constrained to plane motion, a cost function derived from the joint moments developed during cycling is computed. At constant average power of 200 W, the effect of five variables on the cost function is studied. The five variables are pedalling rate, crank arm length, seat tube angle, seat height, and longitudinal foot position on the pedal. A sensitivity analysis of each of the five variables shows that pedalling rate is the most sensitive, followed by the crank arm length, seat tube angle, seat height, and longitudinal foot position on the pedal (the least sensitive). Based on Powell's method, a multivariable optimization search is made for the combination of variable values which minimize the cost function. For a rider of average anthropometry (height 1.78 m, weight 72.5 kg), a pedalling rate of 115 rev min-1, crank arm length of 0.140 m, seat tube angle of 76 degrees, seat height plus crank arm length equal to 97% of trochanteric leg length, and longitudinal foot position on the pedal equal to 54% of foot length correspond to the cost function global minimum. The effect of anthropometric parameter variations is also examined and these variations influence the results significantly. The optimal crank arm length, seat height, and longitudinal foot position on the pedal increase as the size of rider increases whereas the optimal cadence and seat tube angle decrease as the rider's size increases. The dependence of optimization results on anthropometric parameters emphasizes the importance of tailoring bicycle equipment to the anthropometry of the individual.     

Instructions limiting the number of steps do not affect the kinetics of the threshold of balance recovery in younger adults

To our knowledge, no one has explored the effect of modifications in balance recovery instructions on the kinetics of the threshold of balance recovery. In particular, the effect of instructions limiting the number of steps on joint torques at the maximum lean angle has not been quantified. We determined the joint torques at the ankle, knee and hip of 28 younger adults recovering balance at their maximum lean angle using: (i) only a single step, (ii) no more than two steps and (iii) no limit on the number of steps. Results showed that instructions limiting the number of steps did not affect peak normalized joint torques by more than 0.0083 or 10Nm except for knee and hip flexion torques from first to second heel strike for the first step leg as well as from second toe-off to heel strike for the second step leg. However, these large differences in peak normalized joint torques after the first step were simply caused by the additional steps used when participants could take more than one step compared to when participants were limited to only a single step. Between the three limits on the number of steps, the kinetics of both legs were nearly identical up to the end of the first step and the additional steps did not help to increase the maximum lean angle. Therefore, we have demonstrated that instructions limiting or not limiting the number of steps appear to be equally valid to study falls in younger adults.     

Transference of 3D accelerations during cross country mountain biking

Investigations into the work demands of Olympic format cross country mountain biking suggest an incongruent relationship between work done and physiological strain experienced by participants. A likely but unsubstantiated cause is the extra work demand of muscle damping of terrain/surface induced vibrations. The purpose of this study was to describe the relationship between vibration mechanics and their interaction with terrain, bicycle and rider during a race pace effort on a cross country mountain bike track, on both 26″ and 29″ wheels. Participants completed one lap of a cross country track using 26″ and 29″ wheels, at race pace. Power, cadence, speed, heart rate and geographical position were sampled and logged every second for control purposes. Tri-axial accelerometers located on the bicycle and rider, recorded accelerations (128 Hz) and were used to quantify vibrations experienced during the whole lap and over terrain sections (uphill and downhill). While there were no differences in power output (p=0.3062) and heart rate (p=0.8423), time to complete the lap was significantly (p=0.0061) faster on the 29″ wheels despite increased vibrations in the larger wheels (p=0.0020). Overall accelerometer data (RMS) showed location differences (p<0.0001), specifically between the point of interface of bike–body compared to those experienced at the lower back and head. The reduction in accelerations at both the lower back and head are imperative for injury prevention and demonstrates an additional non-propulsive, muscular, challenge to riding. Stress was greatest during downhill sections as acceleration differences between locations were greater when compared to uphill sections, and thus possibly prevent the recovery processes that may occur during non-propulsive load.     

Directional control by male gypsy moths of upwind flight along a pheromone plume in three wind speeds

By attaching a reflective strip to the thorax, we documented with video recordings in a wind tunnel the spatial orientation of male gypsy moths, Lymantria dispar, as they flew along a plume of sex pheromone. In wind speeds of 61, 122, and 183 cm s⁻¹, moths flew very similar tracks along a pheromone plume. Moths aimed their thrust closer to upwind in increasing wind speeds using a roll maneuver. As a result, the orientation of their visual flow field, represented by the slip angle (the angular distance between the direction of flight and the longitudinal body axis), remained relatively constant. We propose that directional control during self-steered zigzagging is achieved by rolling, thereby maintaining a set slip angle. Following a roll at the apex of a turn that aligns the moth with its preferred slip angle, a moth banks toward a cross wind leg. By banking moths may maintain a stable image flow at oblique angles to their longitudinal body axis. Accepted: 16 July 1998     

Goniometric measurement of hip motion in cycling while standing

The purpose of this study was to develop an instrument for quantifying the motion of the hip relative to the bicycle while cycling in the standing position. Because of the need to measure hip motion on the road as well as in the laboratory, a goniometer which locates the hip using spherical coordinates was designed. The goniometer is presented first, followed by the development of the equations that enable the distance from the joint center to the pedal spindle to be determined. The orientation of this line segment is specified by calculating two angles referenced to the frame. Also outlined are the procedures used to both calibrate the goniometer and perform an accuracy check. The results of this check indicate that the attachment point of the goniometer to the rider can be located to within 2.5 mm of the true position. The goniometer was used to record the hip movement patterns of six subjects who cycled in the standing position on a treadmill. Representative results from one test subject who cycled at 6% grade and 25 km h-1 are presented. Results indicate that the bicycle is leaned from side to side with the frequency of leaning equal to the frequency of pedalling. Extreme lean angles are +/- 6 degrees. The distance from the hip to the pedal varies approximately sinusoidally with frequency equal to pedalling rate and amplitude somewhat less than crank arm length. The absolute elevation of the hip, however, exhibits two cycles for each crank cycle. Asymmetry in the plot of elevation over a single crank cycle indicates that the pelvis rocks from side to side and that the elevation of the pelvis midpoint changes. Extreme values of the pelvis rocking angle are +/- 12 degrees. Highest pelvis midpoint elevations, however, do not occur at the same crank angles as those angles at which the pelvis rocking is extreme. It appears that the vertical motion of the hips affects pedalling mechanics when cycling in the standing position.     

Age and gender differences in peak lower extremity joint torques and ranges of motion used during single-step balance recovery from a forward fall.

Previous studies have found substantial age and gender group differences in the ability of healthy adults to regain balance with a single step after a forward fall. It was hypothesized that differences in lower extremity joint strengths and ranges of motion (ROM) may have contributed to these observed differences. Kinematic and forceplate data were therefore used with a rigid-link biomechanical model simulating stepped leg dynamics to examine the joint torques and ROM used by subjects during successful single-step balance recoveries after release from a forward lean. The peak ROM and torques used by subjects in the study were compared to published estimates or measured values of the available maxima. No significant age or gender group differences were found in the mean ROM used by the subjects for any given initial lean angle. As initial lean angle increased, larger knee ROM and significantly larger hip ROM were used in the successful recoveries. There were substantial gender differences and some age group differences in peak lower extremity joint torques used in successful recoveries. Both young and older females often used nearly maximal joint torques to recover balance. Subjects' maximum joint strengths in plantarflexion and hip flexion were not good predictors of single-step balance recovery ability, particularly among the female subjects.     

Mechanisms of adaptation from a multiple to a single step recovery strategy following repeated exposure to forward loss of balance in older adults

When released from an initial, static, forward lean angle and instructed to recover with a single step, some older adults are able to meet the task requirements, whereas others either stumble or fall. The purpose of the present study was to use the concept of margin of stability (MoS) to investigate balance recovery responses in the anterior-posterior direction exhibited by older single steppers, multiple steppers and those that are able to adapt from multiple to single steps following exposure to repeated forward loss of balance. One hundred and fifty-one healthy, community dwelling, older adults, aged 65-80 years, participated in the study. Participants performed four trials of the balance recovery task from each of three initial lean angles. Balance recovery responses in the anterior-posterior direction were quantified at three events; cable release (CR), toe-off (TO) and foot contact (FC), for trials performed at the intermediate lean angle. MoS was computed as the anterior-posterior distance between the forward boundary of the Base of Support (BoS) and the vertical projection of the velocity adjusted centre of mass position (XCoM). Approximately one-third of participants adapted from a multiple to a single step recovery strategy following repeated exposure to the task. MoS at FC for the single and multiple step trials in the adaptation group were intermediate between the exclusively single step group and the exclusively multiple step group, with the single step trials having a significant, 3.7 times higher MoS at FC than the multiple step trials. Consistent with differences between single and multiple steppers, adaptation from multiple to single steps was attributed to an increased BoS at FC, a reduced XCoM at FC and an increased rate of BoS displacement from TO to FC. Adaptations occurred within a single test session and suggest older adults that are close to the threshold of successful recovery can rapidly improve dynamic stability following repeated exposure to a forward loss of balance.     

Effects of moth size on velocity and steering during upwind flight toward a sex pheromone source byLymantria dispar (Lepidoptera: Lymantriidae)

Free-flying male gypsy moths (Lymantria dispar)head upwind in response to sex pheromone. Males typically fly in a zigzag path, with mean ground speeds modulated by pheromone concentration and ambient temperature, but not by wind speed. We studied the effect of male size on ground speeds and additional flight track parameters. Mean net ground speed along the wind line was fastest among large males and was slower in medium and small males. Similarly, mean airspeeds and ground speeds along the flight tracks increased from small to large males. Males from all three size classes steered similar mean course angles. Small males, however, had larger mean track angles than larger males, and mean drift angles were also larger for small males. Turning rates (frequency of turns across the wind line) and interturn distances (net crosswind displacement between turn apices) were not significantly different among the three size classes; however, large males had a trend toward a reduced mean turning rate and increased mean interturn distance. The steering of similar course angles by males from all three size classes and the higher airspeeds among larger males (the two variables males can actively control during free flight) suggest that changes in other flight parameters are a result primarily of increased ground speed among large males.     

Preliminary study on current perceptions and usage of training equipment by horse enthusiasts in Canada

Training practices may impose restrictions on the equine behavioral repertoire through the use of training equipment. Presently, the prevalence of the use of training equipment in Canada is unknown. Through an online survey for horse enthusiasts (n = 654), this study evaluated the prevalence and predominant uses of whips, spurs, and head-control equipment by enthusiasts with direct contact with horses compared to perceptions held by enthusiasts with no direct horse contact using chi-squared analyses. Respondents primarily reported using whips and spurs to augment rider or trainer cues and reported using head-control equipment mainly for lunging purposes. The perceived frequency of spurs and head-control equipment use during riding or training by nonactive horse enthusiasts was significantly greater than reported usage by riders and trainers (p < .05). The results potentially indicate a lack of understanding and miscommunication of training equipment use by riders and trainers. The frequent reporting of training equipment for the purpose of augmenting rider cues may imply misinterpretation of the correct application of learning theory. These preliminary results warrant further investigation of equipment use within the horse industry.     

The motor pattern of locusts during visually induced rolling in long-term flight

Desert locusts (Schistocerca gregaria F.), mounted in a wind tunnel on a low-mechanical-impedance torque meter, flew for at least 30 min in the posture typical of long-term flight. As they flew, they were induced to rotate about their long axis (roll) by rotation of an artificial horizon. All maintained departures from the horizontal attitude were brought about actively, by the animal's own efforts. In the roll maneuver, the hindlegs and abdomen were bent toward the side ipsilateral to the direction of rotation. However, these rudderlike movements were not adequate to initiate and maintain a constant roll angle.During a roll, there was a change in the pattern of excitation of all the wing muscles that were monitored: the depressorsM81, 97, 99, 112, 127, and 129, and the elevatorsM83, 84, 89, 113, 118, 119 (numbering according to Snodgrass 1929). Hence all 12 muscles probably not only provide power for the flight but also steer it. Evidently, then, for these muscles a rigid distinction between power and steering muscles is not appropriate.The period of the contraction cycle changed in correlation with the roll angle, but was not a parameter for control of the roll maneuver, because the changes were the same in all muscles (Fig. 2).Even with constant burst length, the phase shifts between the muscles changed. These changes were the main control parameter for rolling (Figs. 3–9).There was a latency coupling between elevators and the following depressors (Fig. 3).The changes in phase shift were tonic or phasic (sometimes phasic-tonic) in different muscle pairs (Fig. 4).When a roll angle of ca. 15° was adopted, the phase shifts between depressor muscles in a given fore- or hindwing (e.g.,M127R vs.M129R) changed by about 5 ms, whereas the elevators changed by less than 1 ms (Fig. 6).The phase shifts between the anterior elevators and depressors of a given wing, as well as the posterior elevators and depressors, changed by ca. 5 ms (in some cases with different time courses) when the animal rolled to an angle of ca. 15° (Fig. 7).The changes in phase shift between muscles of the fore-and hindwing on one side of the body amounted, as a rule, to about 4 ms at ca. 15° roll (Fig. 8).Corresponding muscles on the two sides of the body change in phase with respect to one another by as much as 10 ms (Fig. 9). The phase shifts of all such contralateral muscle pairs except for the posterior basalar muscles,M127, have the same sign, such that the muscle ipsilateral to the direction of rotation becomes active sooner.     

Tilting behaviour of the Atlantic mackerel, Scomber scombrus, at low swimming speeds

Negatively-buoyant Atlantic mackerel, Scomber scombrus L., (fork length 30–39 cm) tilt their bodies with the head up while swimming at speeds below 0.8 body length per second (B.L. s⁻¹). This behaviour is quantitatively described by the body attack angle and swimming speed measured from film records. The maximum recorded body attack angle was 27° in a 32 cm-long fish swimming at 0.45 B.L. s⁻¹ while its nose followed a course close to the horizontal. In general, larger body attack angles were shown at lower swimming speeds and were associated with denser bodies at each speed. We consider that this behaviour pattern allows the fish to maintain a chosen swimming depth while its body creates lift by acting as a hydrofoil. Lift from the fins is insufficient at low swimming speeds.