Autonomous air vehicles are finding increasing use and the Air Force is interested micro versions:

Micro Air Vehicles (MAVs) typically UAVs with wingspan on the order of 15cm or less are fast becoming commonplace for meeting a wide range of current and future military missions.

But there are tremendous technical challenges:

A typical sensor suite for a MAV consists of GPS, MEMs-based linear accelerometers, angular rate sensors, magnetometers, and barometric-altimeters. While this is adequate for waypoint navigation, the potential of MAVs to replicate the flight agility of natural fliers (e.g., birds, bats, insects) remains elusive, especially in complex terrain such as city streets or forests.

For hints at how to solve such problems designers are looking at nature’s solutions:

The desire to engineer the agility of natural fliers has led researchers to the study of flying organisms to learn how animals combine sensory input with control output to achieve flight maneuverability. Biologists are beginning to understand how visual information is integrated with mechanosensory information in biological systems for flight stabilization, landing, and prey/mate pursuit. Studies are also underway to discover how proprioceptive sensory feedback is used for fine-scale control the movement of wings, legs, etc. during aggressive maneuvers (e.g., obstacle or collision avoidance). These sensory modalities are combined with olfactory or auditory information for predator avoidance and prey/mate pursuit.

Fortunately evolution has created highly advanced flight systems:

The fact that animals such as fruit flies exhibit such remarkable flight agility with many sensory inputs and modest onboard processing suggests a particular kind of coupling between sensing, control and dynamics altogether qualitatively different from that of engineered systems. Advancements in flow control have made it possible to control the separation of flow around wings, either to inhibit separation for higher cruise lift-to-drag ratios or to promote it for large transients in aerodynamics loading for aggressive maneuvers. Natural flyers have anatomic features which probably act as flow control devices (e.g., covert flaps) and may act as aerodynamic sensors.

But understanding evolution’s marvels remains a research challenge:

Rigorous system modeling that can accurately capture the vehicle dynamics, sufficiently accounting for uncertainties in aerodynamic and structural models, remains primitive even for engineered vehicles, let alone for natural flyers. Uncertainty arises both in the veracity of particular models in describing a given flow or dynamics phenomenon, and in unknowns in the inputs, such as wind gusts and their time-dependent effect on the vehicle. While on-going research efforts are addressing some of the critical limitations in this area, significant uncertainties in the dynamics models of MAVs are unlikely to be completely eliminated.

How do random mutations produce such brilliant designs? Answering such questions is, of course, what science is all about. As Darwin explained, evolution opens up wide areas of scientific research. But now we know it also gives top scientists hints to their toughest problems.

Evolutionists make religious and metaphysical claims that mandate the truth of evolution. Fundamental predictions of their theory turn out to be false. And evolutionists use fallacious reasoning to argue for their theory. These are facts.

Consider, for example, Darwin's circular reasoning in his "Compensation and Economy of Growth" section in Chapter 5 of Origins. In my previous post I explained that Darwin begged the question. Darwin argued that natural selection could bring about change which he presupposed had evolved. Here is his argument broken out into the four points Darwin made:

1. when a cirripede is parasitic within another cirripede and is thus protected, it loses more or less completely its own shell or carapace. This is the case with the male Ibla, and in a truly extraordinary manner with the Proteolepas: for the carapace in all other cirripedes consists of the three highly-important anterior segments of the head enormously developed, and furnished with great nerves and muscles; but in the parasitic and protected Proteolepas, the whole anterior part of the head is reduced to the merest rudiment attached to the bases of the prehensile antennae.

2. Now the saving of a large and complex structure, when rendered superfluous, would be a decided advantage to each successive individual of the species; for in the struggle for life to which every animal is exposed, each would have a better chance of supporting itself, by less nutriment being wasted.

3. Thus, I believe, natural selection will tend in the long run to reduce any part of the organisation, as soon as it becomes, through changed habits, superfluous, without by any means causing some other part to be largely developed in a corresponding degree.

4. And, conversely, that natural selection may perfectly well succeed in largely developing an organ without requiring as a necessary compensation the reduction of some adjoining part.

Or, simply put:

1. Many species have undergone significant loss of components.

2. Such loss can be advantageous, and so increase fitness.

3. Therefore natural selection will select such loss.

4. In the same way, natural selection develops new components. That is, natural selection can add components as well as remove components.

Notice that in Step 1, Darwin takes as his premise that the male Ibla and Proteolepas have undergone evolutionary change. That is, he assumes that they have lost their carapace. His conclusion, that natural selection brings about such change, is presupposed in his premise.

Furthermore, notice that in Step 4, Darwin equates loss of components with addition of components. But there is no basis for this assumption.

This reasoning is fallacious, and therefore not scientific (science requires logical reasoning). Yet every time evolutionists are presented with their own fallacies, they deny there is any such problem.