22 Loading, Performance & Batteries Practice Questions & Answers

1. 1. A remote pilot adds a new payload to a small unmanned aircraft. Where are the weight and center of gravity (CG) limits that must not be exceeded?

   • A.In 14 CFR part 107, which publishes limits for all small unmanned aircraft
   • B.In the Airman Knowledge Testing Supplement (FAA-CT-8080-2H)
   • C.On the FAA registration certificate for the aircraft
   • D.In the manufacturer's operating handbook or UAS flight manual✓ Answer

   Weight and CG limits are established by the manufacturer during design and testing; the FAA publishes no weight-and-balance data for small unmanned aircraft, and part 107 only caps total weight at less than 55 pounds.

   Source: FAA-S-ACS-10B UA.IV.A.K1b; AC 107-2A ch. 5; 14 CFR 107.3Report a problem with this question

2. 2. What is the center of gravity (CG) of a small unmanned aircraft?

   • A.The point where total weight is considered concentrated, so the aircraft would balance in any attitude if supported there✓ Answer
   • B.A fixed point marked by the manufacturer at the geometric center of the airframe
   • C.The point at which the total lift of the aircraft acts
   • D.The point exactly midway between the most forward and most rearward motors

   CG is the balance point where the resultant of all weight acts, so it is not a fixed location: it moves whenever weight is added, removed, or repositioned. Total lift acts at a separate point, the center of pressure.

   Source: FAA-H-8083-25 (PHAK) Ch. 5, Weight and Balance; ACS UA.IV.A.K1bReport a problem with this question

3. 3. A remote pilot relocates a heavy battery well aft, moving the CG behind the aft limit. What is the most likely result?

   • A.No effect, as long as total weight stays below 55 pounds
   • B.An automatic reduction in load factor during turns
   • C.Increased stability, because the aircraft is now tail-heavy
   • D.Reduced stability and difficulty controlling pitch, which can lead to loss of control✓ Answer

   Designers place the aft CG limit forward of the center of pressure so a stabilizing nose-down moment remains; loading aft of that limit removes the margin, making the aircraft less stable and harder to control. A legal total weight does not make an out-of-limits CG safe.

   Source: FAA-H-8083-25 Ch. 5 (CG and stability); ACS UA.IV.A.K1bReport a problem with this question

4. 4. A camera gimbal is mounted on one side of a multirotor's frame rather than on the centerline. Why must the aircraft be rebalanced before flight?

   • A.Regulations require a new weight-and-balance form to be filed after any equipment change
   • B.An off-center load has no aerodynamic effect but invalidates the aircraft registration
   • C.A lateral CG shift raises stall speed but does not affect control
   • D.The lateral CG shift forces the flight control system to hold a constant correction, consuming control margin and endurance✓ Answer

   Weight mounted off the centerline shifts the CG toward that side, so the motors opposite must run continuously faster just to hold level flight. That standing correction burns power and uses control authority that would otherwise be available for maneuvering or gusts.

   Source: ACS UA.IV.A.K1a-b; AC 107-2A ch. 5 (sUAS loading)Report a problem with this question

5. 5. Which of the following is a performance effect of operating a small unmanned aircraft above its maximum allowable takeoff weight?

   • A.Increased range, because a heavier aircraft glides farther
   • B.A lower stalling speed and a shorter takeoff distance
   • C.Reduced rate and angle of climb and a lower maximum operating altitude✓ Answer
   • D.Increased maneuverability, because the added mass resists gusts

   Extra weight demands more lift, which requires a higher angle of attack and more thrust, leaving less excess thrust available for climbing, so climb rate, climb angle, and ceiling all fall. Overloading also raises stall speed and takeoff and landing distances and cuts range and maneuverability.

   Source: FAA-H-8083-25 Ch. 5 (Effects of weight); ACS UA.IV.A.K1aReport a problem with this question

6. 6. A small UA is loaded exactly to its maximum takeoff weight for a job at a 6,000-foot-elevation site on a hot, humid afternoon. What should the remote PIC conclude?

   • A.Performance may still be inadequate, and a reduction in weight may be required before flight✓ Answer
   • B.The published maximum takeoff weight automatically increases with field elevation
   • C.Adequate performance is guaranteed, because the aircraft is at its published limit
   • D.Only the 55-pound regulatory limit matters; density altitude affects manned aircraft only

   A published maximum takeoff weight is a structural and design limit, not a promise of adequate performance in every condition. High elevation, high temperature, and high humidity all raise density altitude, cutting thrust and climb, so payload may have to be shed before launch.

   Source: FAA-H-8083-25 Ch. 5 and Ch. 11; ACS UA.IV.A.K1a, K2Report a problem with this question

7. 7. A 10-pound small unmanned aircraft is flown in a coordinated, constant-altitude turn at a 60-degree bank. Approximately what load must the structure support?

   • A.60 pounds
   • B.10 pounds
   • C.15 pounds
   • D.20 pounds✓ Answer

   A coordinated level turn at 60 degrees of bank produces a load factor of 2.0 Gs, so the structure carries twice the actual weight: 10 lb x 2.0 = 20 lb. In a level turn the load factor depends on bank angle alone, not on the aircraft's weight or speed.

   Source: FAA-H-8083-25 Ch. 5 (Load factor in turns); ACS UA.IV.A.K1Report a problem with this question

8. 8. A 33-pound small unmanned aircraft enters a coordinated, constant-altitude 30-degree banked turn, which produces a load factor of approximately 1.15 Gs. What total load must the structure support?

   • A.Approximately 33 pounds
   • B.Approximately 38 pounds✓ Answer
   • C.Approximately 45 pounds
   • D.Approximately 66 pounds

   Load factor is the ratio of the load carried by the structure to the aircraft's actual weight, so load equals weight times load factor: 33 lb x 1.15 is about 38 lb. Even a shallow turn adds structural load above the 1 G of straight-and-level flight.

   Source: FAA-H-8083-25 Ch. 5 (Load factors); ACS UA.IV.A.K1Report a problem with this question

9. 9. When does the load factor on a small unmanned aircraft increase above 1 G?

   • A.Only when the aircraft is loaded above its maximum takeoff weight
   • B.Any time the aircraft is subjected to a maneuver other than straight-and-level unaccelerated flight✓ Answer
   • C.Only during descents, because gravity adds to the load
   • D.Only during banked turns steeper than 45 degrees

   Load factor is produced by any force that deflects the aircraft from a straight-line path, so turns, pull-ups, climbs, and abrupt descents all generate it. In straight-and-level unaccelerated flight the wings or rotors support exactly the aircraft's weight, which is 1 G.

   Source: FAA-H-8083-25 Ch. 5 (Load factors); ACS UA.IV.A.K1Report a problem with this question

10. 10. A fixed-wing small UAS has an unaccelerated stall speed of 25 knots. In a maneuver producing a load factor of 4 Gs, what is its approximate stall speed?

    • A.100 knots
    • B.35 knots
    • C.50 knots✓ Answer
    • D.25 knots

    Stall speed increases with the square root of the load factor, and the square root of 4 is 2, so the stall speed doubles from 25 to 50 knots. This is why an aggressive turn can stall a wing at an airspeed that is comfortably safe in level flight.

    Source: FAA-H-8083-25 Ch. 5 (Load factors and stall speed)Report a problem with this question

11. 11. The wing of a fixed-wing small UAS stalls when

    • A.the wing exceeds its critical angle of attack✓ Answer
    • B.the aircraft exceeds its maximum design speed
    • C.battery voltage falls below the manufacturer's minimum
    • D.the aircraft exceeds its maximum allowable weight

    A stall happens when airflow separates because the wing is flown beyond its critical angle of attack, and that angle can be exceeded at any airspeed, weight, or attitude. Excess weight and high load factors matter only because they force flight at a higher angle of attack.

    Source: FAA-H-8083-25 Ch. 5 (Stalls and angle of attack)Report a problem with this question

12. 12. What is density altitude, and how does it affect small UAS performance?

    • A.Indicated altitude corrected for magnetic variation; higher values improve climb
    • B.The highest altitude at which a small UA may legally be flown under part 107
    • C.Pressure altitude corrected for nonstandard temperature, the standard-atmosphere altitude at which air has the existing density; a higher value degrades performance✓ Answer
    • D.Height above ground corrected for humidity; it has no effect on electric aircraft

    Density altitude expresses the actual air density as an equivalent standard-atmosphere altitude, and performance follows air density directly. When density altitude is high the air is thin, propellers produce less thrust, and the aircraft performs as though operating at that higher altitude.

    Source: FAA-G-8082-22 Ch. 3 (Density altitude); FAA-H-8083-25 Ch. 4 and Ch. 11Report a problem with this question

13. 13. With pressure and temperature unchanged, how does an increase in relative humidity affect air density and small UAS performance?

    • A.Air density decreases, but the added moisture increases propeller efficiency
    • B.Air density is unaffected; humidity influences only visibility
    • C.Air density decreases, density altitude increases, and performance is degraded✓ Answer
    • D.Air density increases, because water is heavier than air, and thrust improves

    Water vapor molecules are lighter than the nitrogen and oxygen molecules they displace, so moist air is less dense than dry air at the same pressure and temperature. Lower density means higher density altitude, less propeller thrust, and reduced climb and payload capability.

    Source: FAA-H-8083-25 Ch. 11 (Humidity and density altitude); FAA-G-8082-22 Ch. 3Report a problem with this question

14. 14. Why does a multirotor sUAS climb more slowly and deliver shorter flight times on a hot day at a high-elevation site?

    • A.High elevation raises the load factor in level flight above 1 G
    • B.The thin, low-density air means each propeller revolution moves less air mass, so motors must spin faster and draw more current for the same thrust✓ Answer
    • C.Heat causes the flight control software to derate the maximum legal altitude
    • D.Warm air is denser, so the propellers meet more drag and consume more energy

    Rotor thrust is proportional to the mass of air accelerated downward, and hot, high-elevation air is less dense, so a given RPM produces less thrust. The motors compensate with higher RPM and current, which slows the climb and drains the battery faster.

    Source: FAA-G-8082-22 Ch. 3 (Effects of weather on sUAS performance); FAA-H-8083-25 Ch. 11Report a problem with this question

15. 15. How do a multirotor and a fixed-wing small UAS differ if propulsion power is lost in flight?

    • A.The fixed-wing UA can glide, trading altitude for distance, while the multirotor loses lift almost immediately✓ Answer
    • B.The multirotor glides farther because of its greater total rotor disc area
    • C.Neither is affected, because both depend on the flight control computer rather than aerodynamic lift
    • D.Both types can autorotate their propellers to a controlled landing

    A fixed wing keeps producing lift from forward airspeed, so a power loss becomes a glide the remote pilot can steer toward a landing area, and its higher cruise airspeed also gives it better wind penetration. A multirotor's lift comes entirely from powered rotors whose small blades have too little inertia to autorotate, so lift disappears with the power.

    Source: FAA-H-8083-25 Ch. 5 (Principles of flight); AC 107-2A (sUAS types and performance)Report a problem with this question

16. 16. How often should a remote PIC determine the weight-and-balance condition of a small unmanned aircraft?

    • A.Before each flight, and again whenever the payload or configuration changes✓ Answer
    • B.Once, when the aircraft is purchased, because the values do not change
    • C.Every 24 calendar months, matching the recurrent training interval
    • D.Only after the aircraft has been repaired following an accident

    Weight and balance describe how the aircraft is loaded at that moment, so the data must be reevaluated frequently rather than computed once. Adding, moving, or removing a battery, camera, or sensor changes both total weight and CG location, and therefore performance and handling.

    Source: FAA-H-8083-25 Ch. 5; ACS UA.IV.A.K2; AC 107-2A ch. 5Report a problem with this question

17. 17. Two identical multirotors are hovering, but one carries an additional 2 pounds of payload. Compared with the lighter aircraft, the heavier one will

    • A.require more thrust and therefore more electrical power to hover, reducing endurance✓ Answer
    • B.stay aloft longer, because a heavier aircraft always carries more stored energy
    • C.use less power, because the added mass steadies the aircraft in the hover
    • D.hover on the same power, because a hover involves no forward motion

    In a steady hover total rotor thrust must equal aircraft weight, so more weight demands more thrust, higher RPM, and higher current draw. That extra current empties a fixed-capacity battery sooner, so endurance falls as weight rises.

    Source: FAA-H-8083-25 Ch. 5 (Weight, lift and power required); ACS UA.IV.A.K1aReport a problem with this question

18. 18. Which statement correctly defines stability as it applies to an aircraft?

    • A.The ratio of the load supported by the aircraft's structure to its actual weight
    • B.The quality that permits an aircraft to be maneuvered easily and to withstand the stresses of maneuvering
    • C.The inherent quality of an aircraft to correct for disturbances and return to, or continue on, its original flight path✓ Answer
    • D.The aircraft's response to control inputs in terms of flight path and attitude

    Stability is a design characteristic describing the tendency to return to the original flight path after a disturbance. Being maneuvered easily defines maneuverability, response to control input defines controllability, and the load ratio defines load factor.

    Source: FAA-H-8083-25 Ch. 5 (Stability, maneuverability and controllability)Report a problem with this question

19. 19. How does operating in cold temperatures typically affect a lithium-polymer battery used in a small UAS?

    • A.Capacity increases, because cold cells have lower internal resistance
    • B.The battery becomes lighter, which improves endurance
    • C.Capacity is unchanged; temperature affects only charging
    • D.Usable capacity and voltage under load decrease, shortening flight time✓ Answer

    Cold slows the cells' electrochemical reaction and raises internal resistance, so the pack delivers less usable energy and sags to a lower voltage under load. The remote pilot should expect shorter endurance, plan a larger power reserve, and follow the manufacturer's temperature guidance.

    Source: FAA-S-ACS-10B UA.V.C.K2 and UA.V.F.K3 (lithium battery characteristics; these items score under Area V Operations, not Area IV)Report a problem with this question

20. 20. A remote pilot notices that a lithium-polymer battery pack is visibly swollen after a hard landing. What is the correct action?

    • A.Charge it fully at a reduced rate to rebalance the cells, then return it to service
    • B.Puncture the pack to release the trapped gas before the next flight
    • C.Remove it from service without charging or flying it, and dispose of it per the manufacturer's instructions✓ Answer
    • D.Continue using it, but only for flights shorter than 5 minutes

    Swelling indicates internal cell damage and gas generation, which sharply raises the risk of thermal runaway, a lithium fire that is extremely difficult to extinguish. Charging, flying, or puncturing a damaged pack can ignite it, so it must be retired and handled per manufacturer guidance.

    Source: FAA-S-ACS-10B UA.V.C.K2 (safe transport, charging, usage and fire risks of lithium batteries); AC 107-2AReport a problem with this question

21. 21. Why should a remote pilot account for voltage sag when planning a flight?

    • A.Voltage sag permanently increases the battery's capacity after several cycles
    • B.Voltage sag means the maximum takeoff weight must be recalculated in flight
    • C.Voltage sag occurs only while the battery is charging on the ground
    • D.Under heavy current draw, such as a fast climb or flight into wind, pack voltage drops temporarily, so less usable energy remains than a resting indication suggests✓ Answer

    Internal resistance makes terminal voltage fall while high current is drawn and recover when the load eases, so a reading taken at low power overstates what is left for a demanding return leg. Planning a conservative reserve keeps a low-voltage failsafe from triggering far from the landing site.

    Source: FAA-S-ACS-10B UA.V.F.K3 (mitigating battery and mechanical failures); AC 107-2AReport a problem with this question

22. 22. A small UA flies out to a survey point with a strong tailwind and must return into the wind. How should the remote pilot plan the battery reserve?

    • A.Make no change, because the outbound tailwind exactly offsets the return headwind
    • B.Make no change, because wind affects groundspeed but not the energy required
    • C.Increase the reserve, because the return into a headwind lowers groundspeed and requires more time and energy for the same distance✓ Answer
    • D.Reduce the reserve, because the outbound leg was flown quickly and used little energy

    The aircraft flies through the air mass, so a headwind cuts groundspeed and stretches the time and energy needed to cover the return distance. Because the slow upwind leg lasts longer than the fast downwind leg, the two never cancel, and a larger reserve must be planned for the trip home.

    Source: FAA-H-8083-25 Ch. 11 (Effect of wind on groundspeed and range); ACS UA.IV.A.K2Report a problem with this question

Practice questions based on 14 CFR Part 107 and the FAA Airman Certification Standards for the Remote Pilot — Small UAS Rating. This site is not affiliated with or endorsed by the Federal Aviation Administration. Regulations are amended over time and airspace authorization procedures change; confirm the current rules with the FAA and check NOTAMs and TFRs before every flight. About the Part 107 certificate →