How this calculator works
Wing loading divides the aircraft's operating mass or weight by projected reference wing area. These are different unit conventions: kg/m² is mass loading, while N/m² is weight loading. Cube loading divides mass by area to the power 1.5, so geometrically similar designs at equal density can be compared without a simple size effect. Use the same area definition and mass condition in comparisons. The eight presets use the specific reference configuration named in each option. Aircraft variants and allowable takeoff masses differ; actual flight loading changes with fuel and payload. Outputs always show the mass and area used.
Formula
Mass loading=m/S; weight loading=m g/S; wing cube loading=m/S^(3/2). S=m/(mass loading); S=(m/cube loading)^(2/3).
Worked example
An aircraft of 1000 kg with 20 m² wing area has mass loading 50 kg/m² and cube loading 11.18034 kg/m³. A 1200 kg aircraft at 60 kg/m² needs 20 m² wing area.
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Frequently asked questions
Which wing area should I enter?
Use the projected reference planform area, including the manufacturer's stated centre-body convention, not the combined upper and lower surface area.
Can wing loading alone predict stall speed?
No. Stall speed also depends on air density and maximum lift coefficient.
Why distinguish operating mass from maximum mass?
Fuel, payload and configuration change loading. A maximum takeoff preset is only one defined comparison condition.
Sources
- Frawley and Thorn: International Directory of Military Aircraft 1996/97, aircraft data
- David C. Eyre: Boeing 747-400 specifications
- US Air Force: F-16 reference takeoff weight
- NASA: F-16 geometry and mass properties, table 1
- US Air Force: F-22 takeoff weight
- Lockheed Martin: F-22 wing area
- Ukrainian Naval Institute: Aircraft reference handbook, Su-30SM
- NASA: Wing geometry and reference area
- NASA: NDARC theory, wing loading
- Airbus: A380 facts and figures