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Migration of Birds

Altitude of Flight Migration


The factors regulating the heights of bird migration are not clear. High-altitude flight may be used to locate familiar landmarks, fly over fog or clouds, surmount physical barriers, gain advantage of a following wind, or maintain a better physiological balance. Meteorological conditions probably account for most of the high-altitude records. Wind conditions at ground level are usually quite different in direction and velocity than at points higher up. In general, human estimates of bird heights are quite unreliable except under special conditions, and these estimates will vary with the eyesight of the observer. Lucanus (1911) found a European sparrow hawk could be distinguished at 800 feet but disappeared from sight at 2,800 feet. A rook (a European member of the crow family) could be recognized at 1,000 feet but disappeared from sight at 3,300 feet. Meinertzhagen (1955) did an interesting experiment with an inflated model of a vulture painted black; it had a wing expanse of 7 feet 10 inches. When released from an airplane at 4,700 feet, it was barely visible and invisible without binoculars at 5,800 feet. At 7,000 feet it was not picked up even when x12 binoculars were used.

 At one time students of bird migration believed normal migratory movements took place at heights above 15,000 feet. They reasoned, somewhat uncertainly, that flying became easier as altitude was gained. It has now been shown, through comprehensive radar studies, that 95 percent of the migratory movements occur at less than 10,000 feet, and the bulk of the movements occur under 3,000 feet. However, birds can and do fly well over 15,000 feet without apparent ill effects. The physiology of long-distance flight at high altitudes is of great interest but can only be touched on briefly in this discussion.

 Bird flight at 20,000 feet, where less than half the oxygen is present than at sea level, is impressive if only because the work is achieved by living muscle tissue. A Himalayan mountain climber at 16,000 feet was rather amazed when a flock of geese flew north 2 miles over his head honking as they went (Swan 1970). At 20,000 feet a man has a hard time talking and running or other rapid movements are out of the question; but those geese were probably flying at 27,000 feet and even calling while they traveled at this tremendous height.

 Accurate observations on the altitude of migratory flights is scanty, although altimeter observations from airplanes and radar are becoming more frequent in the literature. An example is the report of a mallard struck by a commercial airliner at 21,000 feet over the Nevada desert (Manville 1963). It is, of course, obvious that some birds must cross mountain ranges during migration and attain great altitudes. Numerous observations have come from the Himalayas (Geroudet 1954; Swan 1970). Observers at 14,000 feet recorded storks and cranes flying so high that they could be seen only through field glasses. In the same area large vultures were seen soaring at 25,000 feet and an eagle carcass was found at 26,000 feet. The expedition to Mt. Everest in 1952 found skeletons of a pintail and a black-tailed godwit at 16,400 feet on Khumbu Glacier (Geroudet 1954). Bar-headed geese have been observed flying over the highest peaks (29,000+ feet) even though a 10,000-foot pass was nearby. Probably 30 or more species regularly cross these high passes (Swan 1970).

 Except to fly over high mountain ranges, birds rarely fly as high as those traveling down the western Atlantic (Richardson 1972). Many of these birds are making long-distance flights to eastern South America and beyond. Therefore, flight at high altitudes in this region is probably advantageous for them. Richardson postulated stronger advantageous tail winds were found higher up and the cooler air minimized evaporative water losses. This investigator found air temperatures averaged 35°F at 10,000 feet over Nova Scotia in September. The lower the ambient temperature, the more heat can be lost by convection and the less water is required for cooling. Also, a bird flying high can achieve the same range as one flying at sea level but must cruise at a higher speed with a corresponding increase in power output and oxygen consumption. But the increased cruising speed results in shorter flight time and less interference from wind (Pennycuick 1969).

 Another postulate favoring the high-altitude flying theory was that the wonderful vision of birds was their sole guidance during migratory flights. To keep landmarks in view, birds were obliged to fly high, particularly when crossing wide areas of water. This will be considered in greater detail in the section, "Orientation and Navigation," so here it will be sufficient to say that birds rely only in part upon landmarks to guide them on migration. Also, it must be remembered that definite physical limitations to the range of visibility exist even under perfect atmospheric conditions. Chief of these is the curvature of the earth's surface. Thus, if birds crossing the Gulf of Mexico to Louisiana and Florida flew at a height of 5 miles, they would still be unable to see a third of the way across (during daylight hours). And yet this trip is made twice each year, much of the distance probably at night, by thousands of thrushes, warblers, and others.

 The altitude of migration depends upon the species of bird, weather, time of day or year, and geographical features. Nocturnal migrants, studied by radar, appear to fly at different altitudes at different times during the night. Birds generally take off shortly after sundown and rapidly gain maximum altitude. This peak is maintained until around midnight, then the travelers gradually descend until daylight. For most small birds the favored altitude appears to be between 500 and 1,000 feet (Bellrose 1971), but radar studies have found some nocturnal migrants (probably shorebirds) over the ocean were at 15,000 or even 20,000 feet (Lack 1960b; Nisbet 1963b; Richardson 1972). Observations made from lighthouses and other vantage points indicate that certain migrants commonly travel at altitudes of a very few feet to a few hundred feet above sea or land. Sandpipers, northern phalaropes, and various sea ducks have been seen flying so low they were visible only as they topped a wave. Observers stationed at lighthouses and lightships off the English coast have similarly recorded the passage of landbirds flying just above the surface of the water and rarely above 200 feet. During the World Wars, broad areas in the air were under constant surveillance, and many airplane pilots and observers took more than a casual interest in birds. Of the several hundred records resulting from their observations, only 36 were of birds flying above 5,000 feet and only 7 above 8,500 feet. Cranes were once recorded at an altitude of 15,000 feet, while the lapwing was the bird most frequently seen at high levels, 8,500 feet being its greatest recorded altitude. Records of the U.S. Civil Aeronautics Administration show that over two-thirds of all the bird-aircraft collisions occur below 2,000 feet and practically none occur above 6,000 feet (Williams 1950).

 Recently, radar has aided greatly in determining differences in the altitude of bird flight. Nocturnal migrants appear to fly slightly higher, on the average, than diurnal migrants, but daytime flights may be influenced more by cloud cover (Lack 1960a; Eastwood and Rider 1965). Bellrose (1971) found little difference in the altitudinal distribution of small nocturnal migrants under clear or overcast skies. Many night migrating birds are killed each year by striking lighthouses, television towers or other man-made illuminated obstructions, but this does not furnish proof that low altitudes are generally used during nocturnal flight because these accidents occur chiefly in foggy weather. Under such conditions, migrating birds seem to be attracted to and confused by lights. Seabirds, such as loons, eiders, and scoters, generally fly very low over the water but gain altitude when land is crossed. The reverse is true for landbirds (Dorst 1963; Bergman and Donner 1964; Eastwood and Rider 1965). There may be a seasonal difference in the altitude of migration, but the evidence is conflicting. Radar echoes studied by Bellrose and Graber in Illinois (1963) showed fall migrants flew higher than spring migrants. They speculated this difference was related to the winds during the fall being more favorable for southerly migration at higher altitudes, while winds at these altitudes in the spring would be less favorable for northerly migration. Eastwood and Rider (1965) studied seasonal migration patterns in England and found the reverse to be true. They suggested one reason for this seasonal difference was that flocks of fall migrants included many young birds whose flight capabilities are inferior to adults and consequently are unable to achieve the higher altitudes in the fall. 


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