Aspects relate to an aircraft having a controllable center of gravity and methods of controlling the center of gravity. An exemplary aircraft having a controllable center of gravity includes a first tank configured to store a first portion of a ballast, a second tank configured to store a second portion of the ballast disposed substantially aft of the first tank, at least a pipe configured to provide fluidic communication between the first tank and the second tank, at least a pump configured to pump the ballast bidirectionally between the first tank and the second tank by way of the at least a pipe, and a controller in communication with the at least a pump and configured to control a ballast ratio of the first portion of the ballast relative the second portion of the ballast and affect an aircraft center of gravity.

Aspects relate to an aircraft having a controllable center of gravity and methods of controlling the center of gravity. An exemplary aircraft having a controllable center of gravity includes a first tank configured to store a first portion of a ballast, a second tank configured to store a second portion of the ballast disposed substantially aft of the first tank, at least a pipe configured to provide fluidic communication between the first tank and the second tank, at least a pump configured to pump the ballast bidirectionally between the first tank and the second tank by way of the at least a pipe, and a controller in communication with the at least a pump and configured to control a ballast ratio of the first portion of the ballast relative the second portion of the ballast and affect an aircraft center of gravity.

Aspects relate to an aircraft having a controllable center of gravity and methods of controlling the center of gravity. An exemplary aircraft having a controllable center of gravity includes a first tank configured to store a first portion of a ballast, a second tank configured to store a second portion of the ballast disposed substantially aft of the first tank, at least a pipe configured to provide fluidic communication between the first tank and the second tank, at least a pump configured to pump the ballast bidirectionally between the first tank and the second tank by way of the at least a pipe, and a controller in communication with the at least a pump and configured to control a ballast ratio of the first portion of the ballast relative the second portion of the ballast and affect an aircraft center of gravity.

Aspects relate to an aircraft having a controllable center of gravity and methods of controlling the center of gravity. An exemplary aircraft having a controllable center of gravity includes a first tank configured to store a first portion of a ballast, a second tank configured to store a second portion of the ballast disposed substantially aft of the first tank, at least a pipe configured to provide fluidic communication between the first tank and the second tank, at least a pump configured to pump the ballast bidirectionally between the first tank and the second tank by way of the at least a pipe, and a controller in communication with the at least a pump and configured to control a ballast ratio of the first portion of the ballast relative the second portion of the ballast and affect an aircraft center of gravity.

Systems, computer-implemented methods and/or computer program products that facilitate measuring weight and balance and optimizing center of gravity are provided. In one embodiment, a system 100 utilizes a processor 106 that executes computer implemented components stored in a memory 104. A compression component 108 calculates compression of landing gear struts based on height above ground of an aircraft. A gravity component 110 determines center of gravity based on differential compression of the landing gear struts. An optimization component 112 automatically optimizes the center of gravity to a rear limit of a center of gravity margin.

A modular energy storage system within a vehicle, wherein the energy storage system comprises a plurality of discrete energy storage units which are movable within the vehicle and selectively securable in a variety of positions.

A method of determining a center of gravity of an aircraft in flight by comparing actual control surface actuator displacements to expected control surface actuator displacements. And a method of fuel/load management based on an offset of the center of gravity from a preferred center of gravity and a handling qualities factor.

An airplane comprises a fuselage, two wings, engines, a rear tail unit comprising a horizontal tail provided with two tail ends, a first and a second set of fuel tanks, and a fuel transfer system configured to be able to transfer, at least in flight, fuel from one to the other of the first and second sets of fuel tanks, the tail ends being, in addition, mounted so as to be able to be pivoted, at least in flight, relative to the horizontal tail, the airplane thus having a configuration changeable in flight.

An airplane comprises a fuselage, two wings, engines, a rear tail unit comprising a horizontal tail provided with two tail ends, a first and a second set of fuel tanks, and a fuel transfer system configured to be able to transfer, at least in flight, fuel from one to the other of the first and second sets of fuel tanks, the tail ends being, in addition, mounted so as to be able to be pivoted, at least in flight, relative to the horizontal tail, the airplane thus having a configuration changeable in flight.

There is provided a center fuel tank assembly for an aircraft. The assembly includes a center fuel tank disposed in a central part of the aircraft. The assembly further includes one or more fuel barrier members partitioning the center fuel tank into two or more separate volume sections comprising two or more separate sub-tanks arranged in a fore-to-aft alignment to form a partitioned center fuel tank. The assembly further includes a fuel flow control assembly coupled to each of the two or more separate sub-tanks, each fuel flow control assembly operating independently. A sequential fuel burn of fuel in the two or more separate sub-tanks is made in a fore-to-aft sequence while the aircraft is in flight, to assist in shifting aftward a center of gravity (CG) of the aircraft, to reduce aircraft drag.