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Interpreting Albatross Data Logging

 How do we establish the complete explanation of how dynamic soaring works? The answer will be found in data logged from albatross in free flight. It will be necessary to use both GPS derived position, speed and height data combined with airspeed, heading and height above the surface and also actual wind velocity data. Unfortunately, so far only the GPS derived flight data has been obtained. Air-velocity and wind velocity can only be estimated.

                  • Figure 24

 However, given the GPS data, it is possible to make some informed guesses as to the wind velocity and thence to solve the triangle of velocity and obtain heading and airspeed. That data can then give an insight into the relationships between the various parameters.

 The data with which I am working is published in a paper entitled In-Flight Measurement of Dynamic Soaring in Albatross by G Sachs et al AIAA 2010. It appears as three diagrams comprising 30 seconds of data of GPS derived position, speed and altitude covering three dynamic soaring cycles. As published it looks like Figure 24

 To extract some useable data the diagrams were expanded to give all three the same horizontal scale. The GPS position diagram is adjusted to give the same vertical and horizontal scales. as in Figure 25.

 The top line is GPS position, with North upward and East toward the right and the bird flies from left to right. The diagram has been expanded so that the horizontal scale is the same as the vertical scale and true track can be measured directly as the direction of the tangent to the line at suitable intervals . The middle line is altitude (to a different scale) and the lower line is GPS speed. Again the middle and lower lines are expanded horizontally to correspond with the upper line.

 Without airspeed or wind data the main point to be seen is that there are places where both altitude and speed are increasing, indicating a net energy gain. This is very obvious during height gain. In fact, when kinetic and potential energy are summed the energy gain is seen to occur throughout the hump manoeuvre (the leeward wing-over turn). What is not clear is how this energy gain relates to the wind-velocity and to the birdís airspeed and heading. The total energy depends on whether ground-speed or airspeed is used in the calculation and the plotted line of total energy will be similar to whichever speed data is used. In my view ground-speed gives the KE of the bird using the mass of the bird whilst airspeed gives the KE of the relative airflow using the density of the air.

Figure 25

We can make the following deductions:

1 - the hump manoeuvres on the altitude line are leeward turns flown as wing-overs (belly to the breeze if you like)

2 - on the position line the left turns are leeward turns (headwind to tailwind) and the right turns are windward turns (tailwind to headwind).

3 - the wind is from the birdís right giving left drift and the birdís heading is track plus drift

4 - the data is from the vicinity of the Kerguelen Islands in the Roaring Forties and the wind is probably from between South-West through West to North-West

5 - the birdís average heading is probably crosswind at 90 degrees to the wind.

6 - the wind speed, at a first guess, is probably similar to the birds airspeed at about 20 m/s and therefore the maximum drift is about 45 degrees

7 - from the position line the average track made good is about 095degrees therefore the average heading is 095 + 45 = 135 degrees and the wind direction is approximately 135 + 90 = 225 degrees (South-West)

8 - using a uniform wind of 225 deg 20 m/s and groundspeed and track data from diagram 1, we can solve the triangle of velocities at each data point and calculate the birdís airspeed and heading. (Using other values of wind velocity within +/-10m/s and +/-20deg gives similar curves but different values of airspeed)

The results are as follows:

Figure 26

See Figure 26. The horizontal scale is time in seconds and the vertical scale is degrees, metres or metres per second as appropriate.

 The top two lines are the birdís heading and track. (This is not position information but purely heading or track versus time) The heading changes by about 40 to 50 degrees in each turn (crosswind plus and minus 20 to 25 deg) so that the drift angle does not vary by much. The ascending lines represent increasing headings and are therefore right turns and are windward turns (turning from tailwind component to headwind component) The descending lines have reducing headings and are therefore left turns and are leeward turns. (The durations of the windward turns are much shorter than I have seen in film of albatross where the windward turns took 10 to 15 seconds. I therefore conclude that this particular data set is not typical).

 The red line is GPS speed (ground-speed). There is a clear correlation between ground-speed and heading. Ground-speed and therefore momentum, reduces in the windward turn due to the unbalanced aerodynamic drag force. Ground-speed and momentum increase in the leeward turn due to a horizontal component of the lift force acting as a propulsive force in the direction of the ground track due to the large drift angle.

 The green line is airspeed. I expected the airspeed to be nearly constant but actually it increases in the windward turn and decreases in the leeward turn. In the windward turn the airspeed tends to increase due to the increasing headwind component due to turning toward the wind. This despite nearly constant height. In the leeward turn the airspeed reduces due to a decreasing headwind component.

 The yellow line is GPS altitude. During the windward turns the altitude is nearly constant and in the leeward turns there is a gain and loss of height due to the turn being flown as a wing-over. If the bird is skimming the surface to take advantage of ground effect, altitude should vary somewhat due to passing waves and depending on the sea-state.

 The airspeed and heading data in Figure 24 are calculated using a uniform wind. However if there is a wind-gradient effect, it will be included in the GPS ground velocity data. To see a wind-gradient effect on the airspeed calculation, an allowance has to be made and we are back to theory again. What is the structure of the wind-gradient? Instead of a assuming a uniform wind, the wind can be modified to be uniform at an altitude of 10m and reduced at lower altitudes proportional to the logarithm of the altitude. The effect on the calculated data is seen below in Figure 27:

Figure 27

 The GPS data is the same as before. The top blue line is the calculated heading. The difference between the heading and track lines is the drift and this reduces at low altitude due to the reduced wind.

 The green airspeed line is slightly flatter compared to the airspeed with a uniform wind in Figure 26. This suggests that the effect of the wind-gradient is to reduce airspeed fluctuations and drag losses in the leeward turn and that the wind-gradient is not the main source of energy. (Aerodynamic drag follows a square law and the greater the variation of airspeed about a mean value the greater the total drag losses).

 Can we conclude anything from this? There is no proof of anything here because the wind-velocity is an informed guess. Nevertheless it demonstrates that on the balance of probabilities, the wind gradient theory of dynamic soaring is unlikely to be the whole answer. Contrary to the Rayleigh Cycle, there is no significant gain of airspeed in the climb and descent and no significant loss of airspeed in the windward turn.. In any event the effect of the wind-gradient is quite small because the bird never gets near to an into-wind or downwind heading and the effect of the wind gradient is diminished by the angle off the wind. Also the effect is negligible above a height of three meters .

 On the other hand the data is entirely consistent with the Windward Turn Theory which can explain why the windward turn is flat and the leeward turn is a wing-over; how the bird gains momentum in the leeward turn and loses momentum in the windward turn and how the bird can maintain height and gain or maintain airspeed in the windward turn.

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 These two graphs are produced by a spreadsheet using the equations and data from the text. They refer to an albatross with a mass of 10kg,  flying at an airspeed of 12m/s with a lift/drag ratio of 20. In each case the bird is flying the windward turn at an angle of bank that will just enable it to maintain height (see the text for how this achieved). The entry and exit wind-angles are 130 and 50 degrees, turning left. The theory will produce an angle of bank solution for any wind but the very light winds require a progressively steeper angle of bank to achieve the necessary rate of turn and rate of increase of headwind component.

Figure 28

Figure 28 shows angle of bank versus wind speed to achieve constant height. Although there is no minimum wind-speed, it is clear that below about 4.5 m/s (9kts) the angle of bank rapidly increases, while above that wind-speed the angle of bank changes much less.

An angle of bank of 10 degrees, corresponding to a load-factor of 1.015G, is high-lighted. The relevance of this is that, the greater the load factor, the greater effort is required on the part of the bird to maintain the turn. ( Normal straight flight would be at a load-factor of one). To achieve dynamic soaring flight with the least effort, the bird must wait for a stronger wind rather than a certain minimum wind. It is a judgement call.

Figure 29

 Figure 29 uses the same data as Figure 26 and shows load factor versus wind-speed. Again, there is no particular cut-off point, except that below a windspeed of 2m/s (4kts) there is a rapid increase in load-factor which the bird would want to avoid. Above 4m/s (9kts) the load-factor is approximately one. This does not mean that the bird can maintain height indefinitely. It still limited by the minimum wind-angle at the end of the windward turn, at which point it must make the leeward turn to regain ground-speed.


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