Clmax on same airfoil and wing geometry on heavier aircraft has lower value, why?

[karoliina.t.salminen]

Some data I have calculated about aircraft stall Cl. There seems to be a trend that heavier and higher wing loading results lower Clmax. Is there a some way to predict that and can somebody explain that why this seems to be the case?

Small MCR ULC (23012 + double slotted fowler): 3.162074948
Larger version of the same MCR 4S (23012 + double slotted fowler): 2.730559234
Diamond DA40 Star (lighter, FX63-137, lower W/S, plain flaps like NG): 1.986315258
Diamond DA40 NG (130 kg heavier, higher W/S, FX63-137, flaps like on Star):
1.742445766
Diamond DA42 Twin Star (even heavier, even higher W/S, but with split flaps): 1.905068731
Vans RV9 (lighter, lower W/S, Roncz): 2.242702231
Vans RV10 (heavier, higher W/S, same Roncz): 1.85974098
Pipistrel Virus SW (lighter, lower W/S, 600 kg): 2.391526568
Pipistrel Panthera (heavier, high W/S, 1200 kg): 1.918117395

Why?

 

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