Wing loading is the relationship between the total weight of your aircraft (including pilot, gear, and ballast) and the wing area, typically expressed as kg/m² or lbs/ft². It's a critical parameter because it directly affects several flight characteristics:

• Stall Speed: Higher wing loading increases stall speed
• Handling: Affects responsiveness and control pressures
• Penetration: Determines ability to fly into wind
• Thermalling: Influences circling performance and climb rate
• Rough Air Handling: Affects stability in turbulence

By calculating and understanding your wing loading, you can make informed decisions about ballast and equipment choices to optimize performance for specific conditions.

You should recalculate your wing loading whenever any component of your flying weight changes significantly:

• Before each competition flight when adjusting ballast
• When changing equipment (new harness, instruments, etc.)
• Seasonally if your body weight fluctuates
• When flying different gliders or after major modifications
• When flying at different altitudes (though our calculator focuses on standard wing loading)

Many competitive pilots create a "weight profile" for different configurations (light, medium, heavy) to quickly reference during competitions when conditions change rapidly.

While the fundamental calculation is the same (weight divided by wing area), the typical ranges and implications differ significantly:

Wing loading has a direct relationship with stall speed, following this aerodynamic principle:

Stall Speed ∝ √(Wing Loading)

This means that if you double your wing loading, your stall speed will increase by about 41% (square root of 2). For example:

• A sailplane with 40 kg/m² loading might stall at 65 km/h
• The same sailplane at 60 kg/m² (50% increase) would stall at ~80 km/h (√1.5 ≈ 1.22 → 22% increase)

This is why understanding your wing loading is crucial for safety, especially when carrying ballast or flying near maximum weight limits.

The optimal wing loading for thermalling depends on several factors:

• Thermal Strength: In weak thermals, lighter loading generally performs better
• Glider Type: Some designs tolerate higher loadings better than others
• Pilot Skill: More experienced pilots can often handle higher loadings effectively
• Turbulence: Higher loading can be advantageous in rough conditions

As general guidelines:

• Light Conditions: 5-10% below your glider's mid-range loading
• Average Conditions: Mid-range loading
• Strong Conditions: 5-15% above mid-range, but stay within limits

Our calculator provides specific recommendations based on your inputs and glider type.

For meaningful results, your weight measurements should be as accurate as possible:

• Competition Flying: ±0.5% accuracy or better (use calibrated scales)
• Serious Recreational Flying: ±1% accuracy
• General Flying: ±2% accuracy

Key areas where small weight differences matter:

• Ballast calculations (especially water ballast in sailplanes)
• When flying near the upper or lower weight limits of your glider
• For precise performance comparisons between flights

Remember that many small items (water bottles, tools, etc.) can add up to significant weight. When in doubt, weigh everything together on the same scale.

While our calculator is optimized for unpowered gliders (sailplanes, hang gliders, and paragliders), the fundamental wing loading calculation is the same for all aircraft. You can use it for powered aircraft with these considerations:

• The performance implications differ (powered aircraft aren't as concerned with thermalling efficiency)
• For powered aircraft, wing loading is typically higher (general aviation: 50-150 kg/m²)
• Our interpretation guidance is tailored to soaring flight

For powered aircraft, you might also want to calculate power loading (weight divided by horsepower) which is another critical performance parameter.

Wing loading as we calculate it (weight divided by wing area) doesn't change with altitude - your aircraft's mass and wing area remain constant. However, the effective wing loading changes because air density decreases with altitude:

Equivalent Airspeed (EAS) = True Airspeed × √(ρ/ρ₀)

Where ρ is air density and ρ₀ is sea level standard density.

Practical implications:

• At high altitude, your true stall speed increases even though wing loading (mass/area) hasn't changed
• High altitude operations effectively "feel" like higher wing loading
• For high altitude flying, you might want to reduce ballast compared to sea level

Our calculator provides standard wing loading; for altitude adjustments, you'll need to consider density altitude separately.

Wing loading and aspect ratio are separate but interrelated parameters that together determine much of a glider's performance:

• Aspect Ratio is the ratio of wingspan to average chord (span²/area)
• Wing Loading is weight divided by wing area

Their interaction affects:

• Induced Drag: High aspect ratio reduces induced drag, which is more significant at higher wing loadings
• Glide Ratio: Best glide typically improves with higher aspect ratio and optimal wing loading
• Handling: High aspect ratio wings with high loading require more precise control
• Structural Considerations: High aspect ratio wings are more flexible, which affects how they respond to loading

Modern competition gliders combine high aspect ratios (35-50) with relatively high wing loadings (50-70 kg/m²) for optimal performance across conditions.