Because lift is a function of dynamic pressure ( q ), it is  proportional to the square of the airspeed; therefore, small  changes in airspeed create larger changes in lift. Likewise, if  other factors remain the same while the C$_{L}$ increases, lift also  increases. The C$_{L}$ goes up as the AOA is increased. As air  density increases, lift increases. However, a pilot is usually  more concerned with how lift is diminished by reductions in  air density on a hot day, or if operating at higher altitudes. All wings produce lift in two ways: Both principles determine the lifting force. Review the  Pilot’s Handbook of Aeronautical Knowledge to understand  Newton’s laws of motion and Bernoulli’s venturi effect. Figure 2-14  (top) shows the amount of lift produced along  the wing for an airplane wing with an elliptical planform.  Notice how the amount of lift generated is smallest at the  tips and increases slightly towards the root of the wing. This  is known as the “elliptical lift distribution.” The WSC wing lift distribution is different because the wing  twist at the root is at a higher AOA than the tips. Most of  the lift is produced at the center of the wing with less lift  produced at the tips. The WSC lift distribution is compared  to the lift distribution for an optimum design elliptical wing  in  Figure 2-14.  Drag is the resistance to forward motion through the air and  is parallel to the relative wind. Aerodynamic drag comes in  two forms: Induced drag is the result of lift, and its amount varies as  discussed above for lift. Induced drag creates organized  circular vortices off the wingtips that generally track down  and out from each wingtip. Refer to the Pilot’s Handbook of  Aeronautical Knowledge for additional discussion on wingtip  vortices formation.  These wingtip vortex formations are typical for all aircraft  that use wings including WSC, PPC, helicopters, sailplanes,  and all fixed-wing airplanes. The bigger and heavier the  aircraft, the greater and more powerful the wingtip vortices  are. This organized swirling turbulence is an important  factor to understand and avoid for flight safety. Refer to  the Aeronautical Information Manual (AIM) or the Pilot’s  Handbook of Aeronautical Knowledge (FAA-H-8083-25)  for additional discussion.  Parasite drag is caused by the friction of air moving over  all the components of the aircraft. Just as with lift, parasite  drag increases as the surface area of the aircraft increases,  and dramatically increases as airspeed increases (the square  of the velocity). Therefore, doubling the airspeed quadruples  parasite drag.  [Figure 2-15]  The WSC aircraft can be designed for the purpose of being  a slow fl ying aircraft with a large wing where drag is not a  major concern, or can be designed to be a fast fl ying aircraft  with a small wing where drag is more of a concern. 1. Airfoil shape creates a higher velocity over the top of  the wing and a lower velocity over the bottom of the  wing with Bernoulli’s venturi effect. 2. Downward deflection of airflow because of the  curvature of the wing with the principle of Newton’s  Third Law of Motion: for every action, there is an  equal and opposite reaction.  1. Induced drag—a result of the wing producing lift. 2. Parasite drag—resistance to the airflow from the  carriage, its occupants, wires, the wing, interference  drag from objects in the airstream, and skin friction  drag of the wing. Eliptical  lift distribution Weight-shift control lift distribution Figure 2-15.  Front view with projected area shown that produces  drag. Figure 2-14. Elliptical lift distribution compared to lift distribution  of a WSC wing.  Drag 2-8