ORIGINAL: Shoe
Suppose you have 2 geometrically-identical airplanes flying side-by-side. Airplane 1 weighs 10 pounds, and its CG is placed such that there is no up or down load on the tail in level flight. Airplane 2 weights 9 pounds, but its CG is placed such that there is a down load of 1 pound on the tail in level flight. In both cases, the wing has to lift 10 pounds in level flight. Is the wing loading of these planes the same? I say absolutely not. Suppose that these 2 airplanes experience the same vertical gust as they are flying side-by-side.
As long as the wing and tail of both airplanes remain on the linear part of the lift curve slope (a good assumption in most cases), the change in lift due to the gust will be exactly the same for both airplanes. However, the 9 pound airplane will experience more vertical acceleration and more flight path deviation than the 10 pound airplane (a = F/m). If you were watching these airplanes fly past on a gusty day, the heavier airplane would have a perceptibly smoother flight path. Why? Because its wing loading is HIGHER, not the same.
Wrong. Wing loading and inertia are two different things.
Both planes you describe, by your very own definition, will experience 10 lbs. of load on the wings. I certainly hope you aren't the one designing the main wing spar of the 9 lb. plane if you think it is experiencing a lighter load than the 10 lb. plane... if indeed it has a natural CG bias as you posit.
When people consider wing loading in such esoteric evaluations such as reaction to gusts and if it's a floater or not, it is only a rule-of-thumb that is generally useful, although not exact, with a certain class of plane. As has been talked much about in other threads, a wing loading of 100 would seem hardly flyable and if so, then very sturdy for the average RC model, but for even a small full-scale plane, a wing loading of 100 would be the most fluttery floater you ever saw.
Another mistake in an earlier post is the notion that nothing changes in the lift/drag equations when you move CG. This skips about six chapters in aeronautical design. In order to understand the lift you need, you need to know the static margin, thus the down force on the tail, thus the load on the wing (including the weight of the plane). THEN, you can look up what your requried AOA will be for a given airfoil (using CL curve). The required CL and AOA WILL be different (higher) if you shift the CG forward. Of course, as AOA increases, not only does CL go up, so does CD, so there's a "drag-bucket" evalation that needs to be done in optimizing the planforms, etc. THEN, you can go back and re-evaluate dynamic stability (which is generally improved with a forward CG). And it's really not this sequential- in reality, there are interdependencies between the different characteristics of an airplane, so the design process is iterative.
Starting to repeat some of the things that were explained before, so I'll give up...