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Posts Tagged ‘wings’

Butterflies and Moths in Britain and Europeby David CarterButterflies and Moths in Britain and Europe, David Carter, designed by Roger Phillips (Pan 1982)

I like all the lepidoptera, but the butterflies in this book seem drab and uninspiring set against the moths, which are astonishing creatures visually, behaviourally and evolutionarily. Butterflies receive much more attention and they aren’t often presented beside their smaller relatives as they are here. In the tropics, they would meet the challenge better. In northern Europe, they’re second-best. Northern moths come in a huge variety of gorgeous patterns and shapes, but their beauty and interest suffer more when they’re dead and pinned in an entomological cabinet.

Comparing the dead specimens with the photographs from life, you can see that there’s an elegant self-sufficiency about a moth at rest. Many of them look like crosses between priests and dandies wearing richly embroidered cloaks, sometimes trimmed with fur, and either drawn close to the body or stretched wide in deltas and vees. Even their antennæ could be ritual hats and tiaras. But it’s hard to generalize about such a vast collection of genera and species and some moths look like clowns instead: the scarlet-and-black or yellow-and-black arctiids, whose colors warn predators off.

Their sounds warn predators off too. Bats don’t hunt by sight, so night-flying arctiids generate high-pitched sounds to advertise their inedibility. But just as some harmless moths have evolved to look like wasps, shedding scales on their first flight to leave suitably transparent patches on their wings, so some have evolved to sound like the arctids: there are sonic mimics as well as visual ones. Elsewhere evolution hasn’t added but subtracted: some female moths don’t have wings at all. The females of some species sit and wait for mates and look more like spiders than insects. One of my favourite moths, on the other hand, has multiplied its wings: the pure white Pterophorus pentadactyla, or large white plume moth, looks much the same when pinned to a collector’s board as it does resting on a leaf, because it holds its quintuply-split, silkily-fringed wings “at right angles to the body and folds its legs backwards so that it looks like a letter T.”

Other moths carry letters on their wings rather than in their postures: the wings of the silver y, or Autographa gamma, say something in both English and Greek, as its common and scientific names denote, but I can’t work out which “Hebrew character” the moth of that name is supposed to carry. Its scientific name, Orthosia gothica, isn’t any help. On the other hand, the Mother Shipton, or Callistege mi, really does seem to have two long-nosed, long-jawed crones looking at each other on left and right wings: Mother Shipton was a “famous Yorkshire witch”.

This species reminds me of the contrast between the beauty of moths and their very ugly and alien larvæ and pupæ, some of which can also generate sounds to warn off predators. Aesthetically and intellectually moths are worth investigating, and this book is an excellent place to start. It’s not only well-designed, well-written, and with some very beautiful photographs, it has a separate food-plant index too, running from Abies, or “fir”, to Vitis, or “vine”.

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The Big Book of Flight by Rowland WhiteThe Big Book of Flight, Rowland White (Bantam Press 2013)

Aircraft are like birds: varied. And, like birds, the most beautiful are often the deadliest. Freight-carriers usually look like it, but even helicopters and flying-boats can look good. This book covers the lot, from the deadly XB-70 Valkyrie, a beautiful jet “designed to carry 25 tons of nuclear bombs at three times the speed of sound” (pg. 234), to the dumpy Ekranoplan, a huge flying-boat whose remains are “rusting away in a dry dock in the Russian Caspian sea-port of Kaspiysk” (pg. 269). Rowland White discusses every aspect of aviation: not just props, jets and gliders, but balloons, parachutes and rockets, plus call-signs, airport codes and Chitty-Chitty Bang-Bang. His writing is enthusiastic and intelligent and the book has a solid and fashionably old-fashioned design, like something a flight-obsessed schoolboy might have got for Christmas in the 1950s.

If he had, he would have been pleased: The Big Book of Flight mixes text, photographs, line-drawings and Patrick Mulrey’s beautiful double-page oil-paintings, which capture the speed and steel of aircraft and the vastness and solitude of the sky. I like the “Project Cancelled” sections too, about interesting planes that never made it into service. Web-sites about flight aren’t physical, fingerful fun like this and the heft of the book underlines the paradox of flight: how does something heavier than air get up and stay there?

Take the “swing-wing Grumman F-14 Tomcat” shown surging aloft, jets glaring, from the deck of an aircraft-carrier on page 210. If it hit the water that stretches away to the horizon, it would sink like a stone. It’s metal, after all: solid in a way birds, with their fractal feathers and hollowed bones, have never been. But it stays aloft and plays aloft, all 70,000 lb of it. This isn’t magic: it’s engineering. Metal jet-fighters obey the laws of physics just as birds and balloons do. And jet-fighters obey the laws of genetics too, because aircraft are as much products of genes as bones and feathers are. Evolution has taken many routes to flight, but before Homo sapiens arrived they were all direct ones: genes coded for wings, light bodies and fast metabolisms. That’s how birds, bats and insects got aloft. The human route was indirect: our genes coded for higher intelligence and we invented our own wings to carry bodies that were never designed to fly.

But more than intelligence was required. The early history of flight is littered with crashes and corpses:

German engineer Otto Lilienthal published his seminal Birdflight as the Basis of Aviation in 1889 at the age of 41. He flew his first glider two years later. Over the next five years he made some 2000 flights, accumulating just five flying hours. Still, the “Glider King”, as he was dubbed, had flown longer and further than anyone else in history. But on 9 August 1896, during his second flight of the day, his glider stalled. He crashed to the ground and broke his back. Two days later, like so many previous birdmen, he died from his injuries. (“Dreams of the Birdmen: Icarus and His Successors”, pg. 15)

Before he died, Lilienthal told his brother that “sacrifices have to be made”. His work and sacrifice were an inspiration for Wilbur and Orville Wright across the Atlantic in America. But their genes hadn’t evolved in America: flight was mastered by a peculiarly north-western European combination of high intelligence and daring. This book doesn’t explicitly discuss genetics, but it’s there on every page, from the German Otto Lilienthal at the beginning to the Austrian Felix Baumgartner near the end. Baumgartner claimed “Joe Kittinger’s record for the highest, fastest skyfall with a jump from 128,100 feet (24 miles)” in 2012 (pg. 236).

The American Nick Piantanida had preceded them in the 1960s. First he was a pilot, boxer and rock-climber, then he became a skydiver. His attempt to claim the freefall record killed him: he “suffered an explosive decompression at an altitude greater than any other reached by a human being”. Like Lilienthal, he survived his crash-landing but died in hospital. Success in aviation has been won by the sacrifices of the same group that sacrificed for success in mountaineering. Flight can be seen part of the same Faustian quest.

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