Spectroscopy on the wing: Investigating possible differences in protein secondary structures in feather shafts of birds using Raman spectroscopy.

The central shaft of a bird's flight feather bears most of the aerodynamic load during flight and exhibits some remarkable mechanical properties. The shaft comprises two parts, the calamus and the rachis. The calamus is at the base of the shaft, while the rachis is the longer upper part which supports the vanes. The shaft is composed of a fibrous outer cortex, and an inner foam-like core. Recent nanoindentation experiments have indicated that reduced modulus values, Er, for the inner and outer regions of the cortex can vary, with the Er values of the inner region slightly greater than those of the outer region. In this work, Raman spectroscopy is used to investigate the protein secondary structures in the inner and outer regions of the feather cortex. Analysis of the Amide I region of Raman spectra taken from four birds (Swan, Gull, Mallard and Kestrel) shows that the ß-sheet structural component decreases between the inner and outer region, relative to the protein side-chain components. This finding is consistent with the proposal that Er values are greater in the inner region than the outer region. This work has shown that Raman spectroscopy can be used effectively to study the change in protein secondary structure between the inner and outer regions of a feather shaft.

Imaging techniques for observing laminar geometry in the feather shaft cortex.

Bird feather shafts are light, stiff and strong, but the fine details of how their structure, mechanics and function relate to one another remains poorly understood. The missing piece in our understanding may be the various fibrous layers that make up the shaft's cortex. Detailed imaging techniques are needed to enable us to capture, analyse and quantify these layers before we can begin to unravel the relationship between their structure, mechanics and function. We show that Serial-Block-Face scanning electron microscopy, scanning confocal polarised microscopy and synchrotron-based computed tomography are three suitable techniques to investigate layer thickness and fibre orientation in the feather cortex. These techniques and other are discussed in terms of their ability to resolve the fibrous laminar structure of the feather cortex, on sample preparation, and on throughput. Annotated images are presented for each and less suitable techniques are presented in the Supplementary Material. LAY DESCRIPTION: Bird feathers have a light, stiff and strong central shaft. However, the fine details of how their structure, mechanics and function relate to one another remains poorly understood. The missing piece in our understanding may have to do with how fibrous layers within the shaft vary in thickness and alignment. Detailed imaging techniques are needed so that we can quantify some of this variation before we can revisit some long-unanswered questions about the feather shaft's structure, mechanics and function. We investigate a number of microscopy techniques and show that three techniques are suitable for the sort of investigation that is required. These techniques and others are discussed in terms of their ability to resolve the layers' thickness and alignment, on sample preparation, and on the sample sizes they are able to process. Annotated images are presented and discussed for each of the three techniques and unsuitable techniques receive the same examination in the Supplementary Material.

Feather roughness reduces flow separation during low Reynolds number glides of swifts.

Swifts are aerodynamically sophisticated birds with a small arm and large hand wing that provides them with exquisite control over their glide performance. However, their hand wings have a seemingly unsophisticated surface roughness that is poised to disturb flow. This roughness of about 2% chord length is formed by the valleys and ridges of overlapping primary feathers with thick protruding rachides, which make the wing stiffer. An earlier flow study of laminar-turbulent boundary layer transition over prepared swift wings suggested that swifts can attain laminar flow at a low angle of attack. In contrast, aerodynamic design theory suggests that airfoils must be extremely smooth to attain such laminar flow. In hummingbirds, which have similarly rough wings, flow measurements on a 3D printed model suggest that the flow separates at the leading edge and becomes turbulent well above the rachis bumps in a detached shear layer. The aerodynamic function of wing roughness in small birds is, therefore, not fully understood. Here, we performed particle image velocimetry and force measurements to compare smooth versus rough 3D-printed models of the swift hand wing. The high-resolution boundary layer measurements show that the flow over rough wings is indeed laminar at a low angle of attack and a low Reynolds number, but becomes turbulent at higher values. In contrast, the boundary layer over the smooth wing forms open laminar separation bubbles that extend beyond the trailing edge. The boundary layer dynamics of the smooth surface varies non-linearly as a function of angle of attack and Reynolds number, whereas the rough surface boasts more consistent turbulent boundary layer dynamics. Comparison of the corresponding drag values, lift values and glide ratios suggests, however, that glide performance is equivalent. The increased structural performance, boundary layer robustness and equivalent aerodynamic performance of rough wings might have provided small (proto) birds with an evolutionary window to high glide performance.

Gliding swifts attain laminar flow over rough wings.

Swifts are among the most aerodynamically refined gliding birds. However, the overlapping vanes and protruding shafts of their primary feathers make swift wings remarkably rough for their size. Wing roughness height is 1-2% of chord length on the upper surface--10,000 times rougher than sailplane wings. Sailplanes depend on extreme wing smoothness to increase the area of laminar flow on the wing surface and minimize drag for extended glides. To understand why the swift does not rely on smooth wings, we used a stethoscope to map laminar flow over preserved wings in a low-turbulence wind tunnel. By combining laminar area, lift, and drag measurements, we show that average area of laminar flow on swift wings is 69% (n = 3; std 13%) of their total area during glides that maximize flight distance and duration--similar to high-performance sailplanes. Our aerodynamic analysis indicates that swifts attain laminar flow over their rough wings because their wing size is comparable to the distance the air travels (after a roughness-induced perturbation) before it transitions from laminar to turbulent. To interpret the function of swift wing roughness, we simulated its effect on smooth model wings using physical models. This manipulation shows that laminar flow is reduced and drag increased at high speeds. At the speeds at which swifts cruise, however, swift-like roughness prolongs laminar flow and reduces drag. This feature gives small birds with rudimentary wings an edge during the evolution of glide performance.

Aerodynamic performance of the feathered dinosaur Microraptor and the evolution of feathered flight.

Understanding the aerodynamic performance of feathered, non-avialan dinosaurs is critical to reconstructing the evolution of bird flight. Here we show that the Early Cretaceous five-winged paravian Microraptor is most stable when gliding at high-lift coefficients (low lift/drag ratios). Wind tunnel experiments and flight simulations show that sustaining a high-lift coefficient at the expense of high drag would have been the most efficient strategy for Microraptor when gliding from, and between, low elevations. Analyses also demonstrate that anatomically plausible changes in wing configuration and leg position would have made little difference to aerodynamic performance. Significant to the evolution of flight, we show that Microraptor did not require a sophisticated, 'modern' wing morphology to undertake effective glides. This is congruent with the fossil record and also with the hypothesis that symmetric 'flight' feathers first evolved in dinosaurs for non-aerodynamic functions, later being adapted to form lifting surfaces.