System and method for fueling an aircraft using a plurality of fuel tanks

Abstract

A system and method for fueling an aircraft using a plurality of fuel tanks are disclosed. The method includes conditioning a plurality of fuel tanks, wherein the plurality of fuel tanks includes at least a first fuel tank and at least a second fuel tank, fueling, using at least a fuel line, the aircraft, wherein fueling further includes filling the at least a first fuel tank with a first fuel and the at least a second fuel tank with a second fuel to a desired level, combining, using at least a fuel cell, the first fuel with oxygen to produce electricity, propelling, using at least a flight component, the aircraft, consuming the first fuel during a first flight mode of the aircraft and consuming the second fuel during a second flight mode of the aircraft.

Description

[0001] SYSTEM AND METHOD FOR FUELING AN AIRCRAFT USING A PLURALITY OF FUEL TANKS

[0002] CROSS-REFERENCE TO RELATED APPLICATIONS

[0003] This application claims the benefit of priority of U.S. Patent Application Serial No. 18 / 538,226, filed on December 13, 2023, and entitled “BLENDED WING BODY AIRCRAFT WITH A FUEL CELL AND METHOD OF USE,” which is incorporated by reference herein in its entirety.

[0004] FIELD OF THE INVENTION

[0005] The present invention generally relates to the field of aircraft. In particular, the present invention is directed to a system and method for fueling an aircraft using a plurality of fuel tanks. BACKGROUND

[0006] Aircraft are generally designed with strict constraints on fueling time, weight and volume. Fueling practices associated with exciting new jetliner aircraft types include additional design requirements that typically require additional components that take less fueling time, space, and weight. Additionally, human flight is a large contributor of greenhouse gases, the effects of which are compounded by their release high in the atmosphere. However, nongreenhouse gas generating energy storage methods are less energy dense, according to one or both of volumetric energy density and weight energy density. Presently, current aircraft designs are tightly constrained in both storage volume and weight.

[0007] SUMMARY OF THE DISCLOSURE

[0008] In an aspect, an aircraft with a fuel cell is disclosed. The aircraft includes at least a first fuel store located within the aircraft and configured to store a first fuel, wherein the first fuel of the at least a first fuel store is configured to be consumed during a first flight mode of the aircraft, at least a fuel cell configured to combine the first fuel with oxygen to produce electricity, at least a second fuel store located within the aircraft and configured to store a second fuel, wherein the second fuel of the at least a second fuel store is configured to be consumed during a second flight mode of the aircraft and at least a flight component mechanically affixed to the aircraft and configured to propel the aircraft. In some embodiments, the aircraft may further include a blended wing body, wherein the at least a first fuel store may be located within a transitional portion area of the blended wing body and the at least a second fuel store may be located within a wing portion of the blended wing body. In some embodiments, the aircraft may further include a computing device, wherein the computing device may be configured to generate a flight command as a function of sensor data, wherein the flight command may be configured to control the at least a flight component to perform the first flight mode and the second flight mode. In some embodiments, the computing device may be further configured to control which of the at least a first fuel store and the at least a second fuel store is being drawn from as a function of the first flight mode and the second flight mode. In some embodiments, the computing device may be further configured to generate the flight command as a function of a pilot input. In some embodiments, the at least a flight component may include at least a propulsor, wherein the at least a propulsor may include at least a combustion engine that may burn the second fuel and may produce mechanical work which may be used to power the at least a propulsor. In some embodiments, the at least a propulsor may include at least an electric motor operatively connected with the at least a fuel cell, wherein the at least a fuel cell may be configured to power the at least an electric motor. In some embodiments, the at least a flight component may include an auxiliary power system operatively connected with the at least a fuel cell, wherein the at least a fuel cell may be configured to power the auxiliary power system. In some embodiments, the first flight mode may include a first portion of a flight time of the aircraft and the second flight mode may include a second portion of a flight time of the aircraft. In some embodiments, the first flight mode may include a takeoff and landing of the aircraft and the second flight mode may include a cruising of the aircraft.

[0009] In another aspect, a method of use of an aircraft with a fuel cell is disclosed. The method includes storing, using at least a first fuel store located within the aircraft, a first fuel, combining, using at least a fuel cell, the first fuel with oxygen to produce electricity, storing, using at least a second fuel store located within the aircraft, a second fuel, propelling, using at least a flight component mechanically affixed to the aircraft, the aircraft, consuming the first fuel of the at least a first fuel store during the first flight mode of the aircraft and consuming the second fuel of the at least a first second store during the second flight mode of the aircraft. In some embodiments, the method may further include locating the at least a first fuel store within a transitional portion area of a blended wing body of the aircraft and the at least a second fuel store within a wing portion of the blended wing body of the aircraft. In some embodiments, the method may further include generating, using a computing device of the aircraft, a flight command as a function of sensor data, wherein the flight command may be configured to control the at least a flight component to perform the first flight mode and the second flight mode. In some embodiments, the method may further include controlling, using the computing device of the aircraft, which of the at least a first fuel store and the at least a second fuel store is being drawn from as a function of the first flight mode and the second flight mode. In some embodiments, the method may further include generating, using the computing device of the aircraft, the flight command as a function of a pilot input. In some embodiments, the at least a flight component may include at least a propulsor, wherein the at least a propulsor may include at least a combustion engine that may burn the second fuel and may produce mechanical work which may be used to power the at least a propulsor. In some embodiments, the method may further include powering, using the at least a fuel cell, at least an electric motor of the at least a propulsor, wherein the at least an electric motor may be operatively connected with the at least a fuel cell. In some embodiments, the method may further include powering, using the at least a fuel cell, an auxiliary power system of the at least a flight component, wherein the auxiliary power system may be operatively connected with the at least a fuel cell. In some embodiments, the first flight mode may include a first portion of a flight time of the aircraft and the second flight mode may include a second portion of a flight time of the aircraft. In some embodiments, the first flight mode may include a takeoff and landing of the aircraft; and the second flight mode may include a cruising of the aircraft.

[0010] In another aspect, a blended wing body aircraft with a fuel cell is disclosed. The aircraft includes a blended wing body, at least a first fuel store located within the blended wing body and configured to store a first fuel, at least a fuel cell configured to combine the first fuel with oxygen to produce electricity, at least a second fuel store located within the blended wing body and configured to store a second fuel and at least a propulsor mechanically affixed to the aircraft and configured to propel the blended wing body aircraft. In some embodiments, the first fuel may include one or more of liquid hydrogen and natural gas. In some embodiments, the second fuel may include one or more of a kerosene based fuel and a gasoline based fuel. In some embodiments, the at least a propulsor may include at least a combustion engine that may burn the second fuel and may produce mechanical work which may be used to power the at least a propulsor. In some embodiments, the at least a propulsor may include at least an electric motor operatively connected with the at least a fuel cell and wherein the at least a fuel cell may be configured to power the at least an electric motor. In some embodiments, the at least a propulsor may include at least a combustion engine that may burn the second fuel and may produce mechanical work which may be used to power the at least a propulsor and at least an electric motor operatively connected with the at least a fuel cell and wherein the at least a fuel cell may be configured to power the at least an electric motor. In some embodiments, the aircraft may further include an auxiliary power system operatively connected with the at least a fuel cell and wherein the at least a fuel cell may be configured to power the auxiliary power system. In some embodiments, the auxiliary power system may be configured to power one or more of an avionic system, a flight control system, an environmental control system, an anti-ice system, a lighting system, a fuel system, a braking system, and a landing gear system. In some embodiments, the at least a propulsor may include a combustion engine and the auxiliary power system may be further configured to start the internal combustion engine. In some embodiments, the at least a first fuel store may be located within a transitional portion area of the blended wing body and the at least a second fuel store may be located within a wing portion of the blended wing body.

[0011] In another aspect, a method of use of a blended wing body aircraft with a fuel cell is disclosed. The method includes storing a first fuel, using at least a first fuel store located within a blended wing body of the blended wing body aircraft, combining the first fuel with oxygen to produce electricity, using at least a fuel cell, storing a second fuel, using at least a second fuel store located within the blended wing body and propelling the aircraft, using at least a propulsor mechanically affixed to the blended wing body aircraft. In some embodiments, the first fuel may include one or more of liquid hydrogen and natural gas. In some embodiments, the second fuel may include one or more of a kerosene based fuel and a gasoline based fuel. In some embodiments, the method may further include burning, using at least a combustion engine of the at least a propulsor, the second fuel and producing, using the at least a combustion engine, mechanical work which may be used to power the at least a propulsor. In some embodiments, the method may further include powering, using the at least a fuel cell, at least an electric motor of the at least a propulsor, operatively connected with the at least a fuel cell. In some embodiments, the method may further include burning, using at least a combustion engine of the at least a propulsor, the second fuel, producing, using the at least a combustion engine, mechanical work which may be used to power the at least a propulsor and powering, using the at least a fuel cell, at least an electric motor of the at least a propulsor, operatively connected with the at least a fuel cell. Tn some embodiments, the method may further include powering, using the at least a fuel cell, an auxiliary power system operatively connected with the at least a fuel cell. In some embodiments, the method may further include powering, using the auxiliary power system, one or more of an avionic system, a flight control system, an environmental control system, and antiice system, a lighting system, a fuel system, a braking system, and a landing gear system. In some embodiments, the method may further include starting, using the auxiliary power unit, a combustion engine of the at least a propulsor. In some embodiments, the at least a first fuel store may be located within a transitional portion area of the blended wing body and the at least a second fuel store may be located within a wing portion of the blended wing body.

[0012] In another aspect, a blended wing body aircraft with a fuel cell is disclosed. The aircraft includes a blended wing body aircraft, at least a first fuel store located within a transitional portion of the blended wing body aircraft and configured to store a first fuel, wherein the at least a first fuel store comprises a fuel environment mitigation configured to regulate the temperature and pressure of the first fuel, wherein the fuel environment mitigation includes an insulation, wherein the insulation includes a vacuum chamber disposed between an inner wall of the at least a first fuel store and an outer wall of the at least a first fuel store, and a pressure vessel wherein the pressure vessel is further configured to control fuel pressure, at least a fuel cell configured to combine the first fuel with oxygen to produce electricity, at least a second fuel store located within the blended wing body aircraft and configured to store a second fuel wherein the at least a second fuel store includes a second environment mitigation configured to regulate the temperature and pressure of the second fuel, wherein the second fuel environment mitigation includes a second insulation, wherein the second insulation includes a second vacuum chamber disposed between an inner wall of the at least a second fuel store and an outer wall of the at least a second fuel store, and a second pressure vessel wherein the second pressure vessel is further configured to control a second fuel pressure, an auxiliary power system operatively connected with the at least a fuel cell, wherein the at least a fuel cell is configured to power the auxiliary power system, wherein the auxiliary power system is configured to power an anti-ice system and a braking system while in flight, at least a propulsor mechanically affixed to an upper aft surface of the blended wing body aircraft and configured to propel the blended wing body aircraft and at least a nacelle configured to encapsulate the at least a propulsor. In some embodiments, the first fuel may include one or more of liquid hydrogen and natural gas. In some embodiments, the second fuel may include one or more of a kerosene based fuel and a gasoline based fuel. In some embodiments, the at least a propulsor may include at least a combustion engine that may burn the second fuel and may produce mechanical work which may be used to power the at least a propulsor. In some embodiments, the at least a propulsor may include at least an electric motor operatively connected with the at least a fuel cell, and wherein the at least a fuel cell may be configured to power the at least an electric motor. In some embodiments, the at least a propulsor may include at least a combustion engine that may burn the second fuel and may produce mechanical work which may be used to power the at least a propulsor and at least an electric motor operatively connected with the at least a fuel cell and wherein the at least a fuel cell may be configured to power the at least an electric motor. In some embodiments, the auxiliary power system may be configured to power one or more of an avionic system, a flight control system, an environmental control system, a lighting system, a fuel system, a braking system, and a landing gear system. In some embodiments, the at least a propulsor may include a combustion engine and the auxiliary power system may be further configured to start the internal combustion engine. In some embodiments, the at least a second fuel store may be located within a wing portion of the blended wing body.

[0013] In another aspect, a method of use of a blended wing body aircraft with a fuel cell is disclosed. The method includes storing a first fuel, using at least a first fuel store located within a transitional portion of a blended wing body of the blended wing body aircraft, wherein the at least a first fuel store includes a fuel environment mitigation configured to regulate the temperature and pressure of the first fuel, wherein the fuel environment mitigation includes an insulation, wherein the insulation comprises a vacuum chamber disposed between an inner wall of the at least a first fuel store and an outer wall of the at least a first fuel store, and a pressure vessel wherein the pressure vessel is further configured to control fuel pressure, combining the first fuel with oxygen to produce electricity, using at least a fuel cell, storing a second fuel, using at least a second fuel store located within the blended wing body, wherein the at least a second fuel store includes a second environment mitigation configured to regulate the temperature of the second fuel, wherein the second fuel environment mitigation includes a second insulation, wherein the second insulation includes a second vacuum chamber disposed between an inner wall of the at least a second fuel store and an outer wall of the at least a second fuel store, and a second pressure vessel wherein the second pressure vessel is further configured to control a second fuel pressure, powering, using the at least a fuel cell, an auxiliary power system operatively connected with the at least a fuel cell, wherein the auxiliary power system is configured to power an anti-ice system and a braking system while in flight and propelling the blended wing body aircraft, using at least a propulsor mechanically affixed to an upper aft surface the blended wing body aircraft, wherein the at least a propulsor is encapsulated by at least a nacelle. In some embodiments, the first fuel may include one or more of liquid hydrogen and natural gas. In some embodiments, the second fuel may include one or more of a kerosene based fuel and a gasoline based fuel. In some embodiments, the method may further include burning, using at least a combustion engine of the at least a propulsor, the second fuel and producing, using the at least a combustion engine, mechanical work which may be used to power the at least a propulsor. In some embodiments, the method may further include powering, using the at least a fuel cell, at least an electric motor of the at least a propulsor, operatively connected with the at least a fuel cell. In some embodiments, the method may further include burning, using at least a combustion engine of the at least a propulsor, the second fuel, producing, using the at least a combustion engine, mechanical work which may be used to power the at least a propulsor and powering, using the at least a fuel cell, at least an electric motor of the at least a propulsor, operatively connected with the at least a fuel cell. In some embodiments, the method may further include powering, using the auxiliary power system, one or more of an avionic system, a flight control system, an environmental control system, a lighting system, a fuel system, a braking system, and a landing gear system. In some embodiments, the method may further include starting, using the auxiliary power unit, a combustion engine of the at least a propulsor. In some embodiments, the at least a second fuel store may be located within a wing portion of the blended wing body.

[0014] In another aspect, a method for fueling and using an aircraft is disclosed. The method includes storing, using a fuel tank, liquified gas fuel, fueling, using a fuel line, an aircraft, wherein fueling further includes filling the fuel tank with liquified gas fuel to a desired level, wherein the desired level includes fuel for a plurality of flights plus reserves and removing the fuel line as function of the desired level in the aircraft and preparing the fuel tank for flight as a function of the desired level and flying, using the aircraft, a plurality of flights using the liquid gas fuel. In some embodiments, the aircraft may include a blended wing body aircraft. In some embodiments, the fuel tank may be configured to have a multi-lobe geometry. In some embodiments, the fuel tank may include a septum. In some embodiments, the multi-lobe geometry may provide tension for each container of the multi-lobe geometry. In some embodiments, the fuel tank may be prepared as a function of a flight status. In some embodiments, the method may further include venting, using a vent line, the fuel tank, wherein the vent line may be in fluid connection to the fuel tank. In some embodiments, the vent line may be configured to capture gaseous hydrogen from the fuel tank. In some embodiments, the vent line may be configured to release pressure from the fuel tank. In some embodiments, the vent line may include a pressure regulator. In some embodiments, the vent line may be insulated to prevent the accumulation of frozen gases. In some embodiments, the vent line may include an inner wall and an outer wall wherein a void may reside in between. In some embodiments, the vent line may include a heat exchanger. In some embodiments, the preparing the fuel tank for flight may include detaching the vent line from the fuel tank as a function of the desired level. In some embodiments, the preparing of the fuel tank for flight may include detaching the fuel line from the fuel tank as a function of the desired level. In some embodiments, the plurality of flights may be further configured to commence at a first refueling station and terminate at a second refueling station. In some embodiments, substantially no fueling may occur between the flights of the plurality of flights. In some embodiments, fueling may occur over a period of time, exceeding 30 minutes. In some embodiments, the fuel tank may include a chamber between an inner wall and an outer wall of the tank. In some embodiments, the liquified gas fuel may be comprised of liquid hydrogen.

[0015] In another aspect, a method for fueling and using an aircraft is disclosed. The method includes conditioning a fuel tank, wherein the fuel tank includes a chamber between an inner wall and an outer wall of the fuel tank, wherein the chamber includes at least one layer of reflective foil within an insulative material, and wherein clean dry gas is pumped into the chamber to aid in insulating a liquid gas fuel, storing, using the fuel tank comprising the chamber between the inner wall and the outer wall of the fuel tank, the liquified gas fuel, wherein the chamber is configured to insulate the liquid gas fuel by prevention of condensation of humidity within the fuel tank of the aircraft, fueling, using a fuel line, the aircraft, wherein fueling further includes filling the fuel tank with the liquified gas fuel to a desired level, wherein the desired level includes fuel for a plurality of flights plus reserves, wherein a sensor connected to the fuel tank detects at least abnormal phenomena related insulation of the fuel tank, wherein the sensor is configured to detect humidity within the fuel tank and convert the detected at least abnormal phenomena into a signal that is then transmitted to a computing device and removing, using the computing device, the fuel line as function of the desired level in the aircraft and preparing the fuel tank for flight as a function of the desired level and flying, using the aircraft, a plurality of flights using the liquid gas fuel. In some embodiments, the aircraft may include a blended wing body aircraft. In some embodiments, the fuel tank may be configured to have a multi-lobe geometry and may include an insulation material with a thermal conductivity less than 0.10 W / m-K. In some embodiments, the fuel tank may include a septum. In some embodiments, the multi-lobe geometry may provide tension for each fuel tank of the multi-lobe geometry. In some embodiments, the fuel tank may be prepared as a function of a fill datum. In some embodiments, the method may further include venting, using a vent line, the fuel tank, wherein the vent line may be in fluid connection to the fuel tank. In some embodiments, the vent line may be configured to capture gaseous hydrogen from the fuel tank. In some embodiments, the vent line may be configured to release pressure from the fuel tank. In some embodiments, the vent line may include a pressure regulator. In some embodiments, the vent line may be insulated to prevent the accumulation of frozen gases. In some embodiments, the vent line may include an inner wall and an outer wall wherein a void may reside in between. In some embodiments, the vent line may include a heat exchanger. In some embodiments, the preparing the fuel tank for flight may include detaching the vent line from the fuel tank as a function of the desired level. In some embodiments, the preparing of the fuel tank for flight may include detaching the fuel line from the fuel tank as a function of the desired level. In some embodiments, the plurality of flights may be further configured to commence at a first refueling station and terminate at a second refueling station. In some embodiments, no fueling may occur between the flights of the plurality of flights. In some embodiments, the liquified gas fuel may be comprised of liquid hydrogen.

[0016] In another aspect, a method for fueling an aircraft using a plurality of fuel tanks is disclosed. The method includes conditioning a plurality of fuel tanks, wherein the plurality of fuel tanks includes at least a first fuel tank and at least a second fuel tank, fueling, using at least a fuel line, the aircraft, wherein fueling further includes filling the at least a first fuel tank with a first fuel and the at least a second fuel tank with a second fuel to a desired level and removing the at least a fuel line as a function of a fuel level of the aircraft, combining, using at least a fuel cell, the first fuel with oxygen to produce electricity, propelling, using at least a flight component mechanically affixed to the aircraft, the aircraft, consuming the first fuel of the at least a first fuel tank during a first flight mode of the aircraft and consuming the second fuel of the at least a second fuel tank during a second flight mode of the aircraft. In some embodiments, the aircraft may include a blended wing body aircraft. In some embodiments, the first fuel may include liquified hydrogen gas. In some embodiments, the second fuel may include sustainable aviation fuel (SAF). In some embodiments, conditioning the plurality of fuel tank may include pumping clean dry gas into the plurality of fuel tanks to prevent condensation and freezing of humidity against an inner wall of the at least a first fuel tank, aiding in insulating the first fuel. In some embodiments, the method may further include venting, using at least a vent line, the plurality of fuel tanks, wherein the at least a vent line may be in fluid connection to the plurality of fuel tanks. In some embodiments, the at least a vent line may include a heat exchanger. In some embodiments, the method may further include detaching the at least a vent line from the plurality of fuel tanks as a function of the desired level. In some embodiments, the method may further include detecting the desired level of the aircraft as a function of a fill datum from at least a sensor. In some embodiments, the plurality of fuel tank may include a multi-lobe geometry. In some embodiments, the method may further include detaching the at least a fuel line from the plurality of fuel tanks as a function of the desired level.

[0017] In another aspect, a system for fueling an aircraft using a plurality of fuel tanks is disclosed. The aircraft includes a plurality of fuel tanks configured to be conditioned, wherein the plurality of fuel tanks includes at least a first fuel store configured to store a first fuel, wherein the first fuel of the at least a first fuel store is configured to be consumed during a first flight mode of the aircraft, at least a second fuel store configured to store a second fuel, wherein the second fuel of the at least a second fuel store is configured to be consumed during a second flight mode of the aircraft and at least a fuel cell configured to combine the first fuel with oxygen to produce electricity, at least a fuel line, wherein the at least a fuel line is configured to fill the at least a first fuel tank with the first fuel and the at least a second fuel tank with a second fuel to a desired level and be removed from the at least a first fuel tank and the at least a second fuel tank as a function of a fuel level of the aircraft and at least a flight component mechanically affixed to the aircraft and configured to propel the aircraft. In some embodiments, the aircraft may include a blended wing body aircraft. In some embodiments, the first fuel may include liquified hydrogen gas. In some embodiments, the second fuel may include sustainable aviation fuel (SAF). In some embodiments, conditioning the plurality of fuel tank may include pumping clean dry gas into the plurality of fuel tanks to prevent condensation and freezing of humidity against an inner wall of the at least a first fuel tank, aiding in insulating the first fuel. In some embodiments, the system may further include at least a vent line configured to vent the plurality of fuel tanks, wherein the at least a vent line may be in fluid connection to the plurality of fuel tanks. In some embodiments, the at least a vent line may include a heat exchanger. In some embodiments, the at least a vent line may be further configured to detach from the plurality of fuel tanks as a function of the desired level. In some embodiments, the system may further include at least a sensor, where the at least a sensor may be configured to detect the desired level of the aircraft as a function of a fill datum from. In some embodiments, the plurality of fuel tank may include a multi-lobe geometry. In some embodiments, the at least a fuel line is further configured to detach from the plurality of fuel tanks as a function of the desired level.

[0018] The details of one or more variations of the subject matter described herein are set forth in the accompanying drawings and the description below. Other features and advantages of the subject matter described herein will be apparent from the description and drawings, and from the claims.

[0019] DESCRIPTION OF DRAWINGS

[0020] For the purpose of illustrating the invention, the drawings show aspects of one or more embodiments of the invention. However, it should be understood that the present invention is not limited to the precise arrangements and instrumentalities shown in the drawings, wherein: FIG. 1 illustrates an exemplary blended wing body aircraft with a fuel cell;

[0021] FIG. 2 illustrates a diagram of an exemplary blended wing body aircraft with a fuel cell;

[0022] FIG. 3 illustrates a block diagram of an exemplary aircraft with a fuel cell;

[0023] FIG. 4 illustrates a block diagram of an exemplary embodiment of a method for fueling an aircraft;

[0024] FIG. 5 illustrates an exemplary embodiment of a tank;

[0025] FIG. 6 illustrates an isometric view of an exemplary embodiment of a conical tank;

[0026] FIG. 7 illustrates an isometric view of an exemplary embodiment of a curved axisymmetric tank;

[0027] FIG. 8 illustrates an isometric view of an exemplary embodiment of a double-curved tank; FIG. 9 illustrates a front quarter view of an exemplary embodiment of a dual tank with different diameters;

[0028] FIG. 10 illustrates a quarter side view of an exemplary embodiment of a cambered, tapered tank; FIG. 11 A illustrates an isometric view of an exemplary embodiment of a dual cambered tank; FIG. 1 IB illustrates a side quarter view of an exemplary embodiment of a dual cambered tank; FIG. 12 illustrates a quarter front view of an exemplary embodiment of a double tank;

[0029] FIG. 13 illustrates a front quarter view of an exemplary embodiment of a multi -lobe tank without trimming;

[0030] FIG. 14 illustrates a front quarter view of an exemplary embodiment of a multi-lobe tank trimmed with septa;

[0031] FIG. 15 illustrates an isometric view of an exemplary embodiment of a tank with a plurality of tank support links;

[0032] FIG. 16 illustrates an exemplary embodiment of a cross-sectional view of multi-lobe tanks;

[0033] FIG. 17 illustrates an exemplary embodiment of a flight controller;

[0034] FIG. 18 illustrates a flow diagram of an exemplary method of use of an exemplary blended wing body aircraft;

[0035] FIG. 19 illustrates a flow diagram of an exemplary method of use of an aircraft with a fuel cell; FIG. 20 illustrates a flow diagram for a method of use for fueling an aircraft; and

[0036] FIG. 21 illustrates a block diagram of a computing system that can be used to implement any one or more of the methodologies disclosed herein and any one or more portions thereof.

[0037] The drawings are not necessarily to scale and may be illustrated by phantom lines, diagrammatic representations, and fragmentary views. In certain instances, details that are not necessary for an understanding of the embodiments or that render other details difficult to perceive may have been omitted. Like reference symbols in the various drawings indicate like elements.

[0038] DETAILED DESCRIPTION

[0039] At a high level, aspects of the present disclosure are directed to systems and methods for using a fuel cell within a blended wing body aircraft (i.e., blended wing aircraft). In an embodiment, a blended wing aircraft allows for an increase in volumetric storage space allowing of use of liquid hydrogen fuel, which has less energy per unit volume than conventional aircraft fuel. Aspects of the present disclosure can be used to power aircraft propul sors using a fuel cell. Aspects of the present disclosure can also be used to power an auxiliary power system using a fuel cell.

[0040] Aspects of the present disclosure allow for use of non-greenhouse gas emitting fuels to power human flight.

[0041] Aspects of the present disclosure are directed to systems and methods for fueling an aircraft. The method includes storing liquified gas fuel using a fuel tank, wherein the fuel tank is configured to store liquified gas fuel, fueling an aircraft using a fuel line. Fueling the aircraft may additionally include the fuel tank with liquified gas fuel to a desired level, wherein a desired level comprises fuel for a plurality of flights plus reserves. Filling may also include removing the fuel line as a function of the desired level. The method may additionally include venting the fuel tank using a vent line in fluid connection to the fuel tank. The fuel tank may then be prepared for flight as a function of a desired level. Finally, the method includes flying a plurality of flights using the aircraft.

[0042] Exemplary embodiments illustrating aspects of the present disclosure are described below in the context of several specific examples.

[0043] In the following description, for the purposes of explanation, numerous specific details are set forth in order to provide a thorough understanding of the present invention. For purposes of description herein, relating terms, including “upper,” “lower,” “left,” “rear,” “right,” “front,” “vertical,” “horizontal,” and derivatives thereof relate to embodiments oriented as shown for exemplary purposes in FIG. 1. Furthermore, there is no intention to be bound by any expressed or implied theory presented in this disclosure.

[0044] Referring to FIG. 1, an exemplary aircraft 100 is illustrated. Aircraft 100 may include a blended wing body 104. For the purposes of this disclosure, a “blended wing body aircraft” is an aircraft having a blended wing body. As used in this disclosure, A “blended wing body” (BWB), also known as a “blended body” or a “hybrid wing body” (HWB), is a fixed-wing aircraft body having no clear demarcation between wings and a main body of the aircraft at a leading edge of the wings. For example, a BWB 104 aircraft may have distinct wing and body structures, which are smoothly blended together with no clear dividing line or boundary feature between wing and fuselage. This contrasts with a flying wing, which has no distinct fuselage, and a lifting body, which has no distinct wings. A BWB 104 design may or may not be tailless. One potential advantage of a BWB 104 may be to reduce wetted area and any accompanying drag associated with a conventional wing-body junction. In some cases, a BWB 104 may also have a wide airfoil-shaped body, allowing entire aircraft to generate lift and thereby facilitate reduction in size and / or drag of wings. In some cases, a BWB 104 may be understood as a hybrid shape that resembles a flying wing, but also incorporates features from conventional aircraft. In some cases, this combination may offer several advantages over conventional tube-and-wing airframes. In some cases, a BWB airframe 104 may help to increase fuel economy and create larger payload (cargo or passenger) volumes within the BWB. BWB 104 may allow for advantageous interior designs. For instance, cargo can be loaded and / or passengers can board from the front or rear of the aircraft. A cargo or passenger area may be distributed across a relatively wide (when compared to conventional tube-wing aircraft) fuselage, providing a large usable volume. In some embodiments, passengers seated within an interior of aircraft, real-time video at every seat can take place of window seats.

[0045] With continued reference to FIG. 1, BWB 104 of aircraft 100 may include a nose portion. A “nose portion,” for the purposes of this disclosure, refers to any portion of aircraft 100 forward of the aircraft’s fuselage 116. Nose portion may comprise a cockpit (for manned aircraft), canopy, aerodynamic fairings, windshield, and / or any structural elements required to support mechanical loads. Nose portion may also include pilot seats, control interfaces, gages, displays, inceptor sticks, throttle controls, collective pitch controls, and / or communication equipment, to name a few. Nose portion may comprise a swing nose configuration. A swing nose may be characterized by an ability of the nose to move, manually or automatedly, into a differing orientation than its flight orientation to provide an opening for loading a payload into aircraft fuselage from the front of the aircraft. Nose portion may be configured to open in a plurality of orientations and directions.

[0046] With continued reference to FIG. 1, BWB 104 may include at least a structural component of aircraft 100. Structural components may provide physical stability during an entirety of an aircraft’s 100 flight envelope, while on ground, and during normal operation Structural components may comprise struts, beams, formers, stringers, longerons, interstitials, ribs, structural skin, doublers, straps, spars, or panels, to name a few. Structural components may also comprise pillars. In some cases, for the purpose of aircraft cockpits comprising windows / windshields, pillars may include vertical or near vertical supports around a window configured to provide extra stability around weak points in a vehicle’s structure, such as an opening where a window is installed. Where multiple pillars are disposed in an aircraft’s 100 structure, they may be so named A, B, C, and so on named from nose to tail. Pillars, like any structural element, may be disposed a distance away from each other, along an exterior of aircraft 100 and BWB 104. Depending on manufacturing method of BWB 104, pillars may be integral to frame and skin, comprised entirely of internal framing, or alternatively, may be only integral to structural skin elements. Structural skin will be discussed in greater detail below.

[0047] With continued reference to FIG. 1, BWB 104 may include a plurality of materials, alone or in combination, in its construction. At least a BWB 104, in an illustrative embodiment may include a welded steel tube frame further configured to form a general shape of a nose corresponding to an arrangement of steel tubes. Steel may include any of a plurality of alloyed metals, including but not limited to, a varying amount of manganese, nickel, copper, molybdenum, silicon, and / or aluminum, to name a few. Welded steel tubes may be covered in any of a plurality of materials suitable for aircraft skin. Some of these may include carbon fiber, fiberglass panels, cloth-like materials, aluminum sheeting, or the like. BWB 104 may comprise aluminum tubing mechanically coupled in various and orientations. Mechanical fastening of aluminum members (whether pure aluminum or alloys) may comprise temporary or permanent mechanical fasteners appreciable by one of ordinary skill in the art including, but not limited to, screws, nuts and bolts, anchors, clips, welding, brazing, crimping, nails, blind rivets, pull- through rivets, pins, dowels, snap-fits, clamps, and the like. BWB 104 may additionally or alternatively use wood or another suitably strong yet light material for an internal structure.

[0048] With continued reference to FIG. 1, aircraft 100 may include monocoque or semi- monocoque construction. BWB 104 may include carbon fiber. Carbon fiber may include carbon fiber reinforced polymer, carbon fiber reinforced plastic, or carbon fiber reinforced thermoplastic (e g., CFRP, CRP, CFRTP, carbon composite, or just carbon, depending on industry). “Carbon fiber,” as used in this disclosure, is a composite material including a polymer reinforced with carbon. In general, carbon fiber composites consist of two parts, a matrix and a reinforcement. In carbon fiber reinforced plastic, the carbon fiber constitutes the reinforcement, which provides strength. The matrix can include a polymer resin, such as epoxy, to bind reinforcements together. Such reinforcement achieves an increase in CFRP’s strength and rigidity, measured by stress and elastic modulus, respectively. In embodiments, carbon fibers themselves can each comprise a diameter between 5-10 micrometers and include a high percentage (i.e. above 85%) of carbon atoms. A person of ordinary skill in the art will appreciate that the advantages of carbon fibers include high stiffness, high tensile strength, low weight, high chemical resistance, high temperature tolerance, and low thermal expansion. According to embodiments, carbon fibers may be combined with other materials to form a composite, when permeated with plastic resin and baked, carbon fiber reinforced polymer becomes extremely rigid. Rigidity may be considered analogous to stiffness which may be measured using Young’s Modulus. Rigidity may be defined as a force necessary to bend and / or flex a material and / or structure to a given degree. For example, ceramics have high rigidity, which can be visualized by shattering before bending. In embodiments, carbon fibers may additionally, or alternatively, be composited with other materials like graphite to form reinforced carbon-carbon composites, which include high heat tolerances over 2000°C. A person of skill in the art will further appreciate that aerospace applications may require high-strength, low-weight, high heat resistance materials in a plurality of roles, such as without limitation fuselages, fairings, control surfaces, and structures, among others.

[0049] With continued reference to FIG. 1, BWB 104 may include at least a fuselage. A “fuselage,” for the purposes of this disclosure, refers to a main body of an aircraft 100, or in other words, an entirety of the aircraft 100 except for nose, wings, empennage, nacelles, and control surfaces. In some cases, fuselage may contain an aircraft’s payload. At least a fuselage may comprise structural components that physically support a shape and structure of an aircraft 100. Structural components may take a plurality of forms, alone or in combination with other types. Structural components vary depending on construction type of aircraft 100 and specifically, fuselage. A fuselage may include a truss structure. A truss structure may be used with a lightweight aircraft. A truss structure may include welded steel tube trusses. A “truss,” as used in this disclosure, is an assembly of beams that create a rigid structure, for example without limitation including combinations of triangles to create three- dimensional shapes. A truss structure may include wood construction in place of steel tubes, or a combination thereof. In some embodiments, structural components can comprise steel tubes and / or wood beams. An aircraft skin may be layered over a body shape constructed by trusses. Aircraft skin may comprise a plurality of materials such as plywood sheets, aluminum, fiberglass, and / or carbon fiber.

[0050] With continued reference to FIG. 1, in embodiments, at least a fuselage may include geodesic construction. Geodesic structural elements may include stringers wound about formers (which may be alternatively called station frames) in opposing spiral directions. A “stringer,” for the purposes of this disclosure is a general structural element that includes a long, thin, and rigid strip of metal or wood that is mechanically coupled to and spans the distance from, station frame to station frame to create an internal skeleton on which to mechanically couple aircraft skin. A former (or station frame) can include a rigid structural element that is disposed along a length of an interior of a fuselage orthogonal to a longitudinal (nose to tail) axis of aircraft 100. In some cases, a former forms a general shape of at least a fuselage. A former may include differing cross-sectional shapes at differing locations along a fuselage, as the former is a structural component that informs an overall shape of the fuselage. In embodiments, aircraft skin can be anchored to formers and strings such that an outer mold line of volume encapsulated by the formers and stringers comprises a same shape as aircraft 100 when installed. In other words, former(s) may form a fuselage’s ribs, and stringers may form interstitials between the ribs. A spiral orientation of stringers about formers may provide uniform robustness at any point on an aircraft fuselage such that if a portion sustains damage, another portion may remain largely unaffected. Aircraft skin may be mechanically coupled to underlying stringers and formers and may interact with a fluid, such as air, to generate lift and perform maneuvers.

[0051] With continued reference to FIG. 1, according to some embodiments, a fuselage can include monocoque construction. Monocoque construction can include a primary structure that forms a shell (or skin in an aircraft’s case) and supports physical loads. Monocoque fuselages are fuselages in which the aircraft skin or shell may also include a primary structure. In monocoque construction aircraft skin would support tensile and compressive loads within itself and true monocoque aircraft can be further characterized by an absence of internal structural elements. Aircraft skin in this construction method may be rigid and can sustain its shape with substantially no structural assistance form underlying skeletonlike elements. Monocoque fuselage may include aircraft skin made from plywood layered in varying grain directions, epoxy-impregnated fiberglass, carbon fiber, or any combination thereof.

[0052] With continued reference to FIG. 1, according to some embodiments, a fuselage may include a semi-monocoque construction. Semi-monocoque construction, as used in this disclosure, is used interchangeably with partially monocoque construction, discussed above. In semi-monocoque construction, a fuselage may derive some structural support from stressed aircraft skin and some structural support from underlying frame structure made of structural components. Formers or station frames can be seen running transverse to a long axis of fuselage with circular cutouts which may be used in real-world manufacturing for weight savings and for routing of electrical harnesses and other modem on-board systems. In a semi- monocoque construction, stringers may be thin, long strips of material that run parallel to a fuselage’s long axis. Stringers can be mechanically coupled to formers permanently, such as with rivets. Aircraft skin can be mechanically coupled to stringers and formers permanently, such as by rivets as well. A person of ordinary skill in the art will appreciate that there are numerous methods for mechanical fastening of the aforementioned components like screws, nails, dowels, pins, anchors, adhesives like glue or epoxy, or bolts and nuts, to name a few. According to some embodiments, a subset of semi-monocoque construction may be unibody construction. Unibody, which is short for “unitized body” or alternatively “unitary construction,” vehicles are characterized by a construction in which body, floor plan, and chassis form a single structure, for example an automobile. In the aircraft world, a unibody may include internal structural elements, like formers and stringers, constructed in one piece, integral to an aircraft skin. In some cases, stringers and formers may account for a bulk of any aircraft structure (excluding monocoque construction). Stringers and formers can be arranged in a plurality of orientations depending on aircraft operation and materials. Stringers may be arranged to carry axial (tensile or compressive), shear, bending or torsion forces throughout their overall structure. Due to their coupling to aircraft skin, aerodynamic forces exerted on aircraft skin may be transferred to stringers. Location of said stringers greatly informs type of forces and loads applied to each and every stringer, all of which may be accounted for through design processes including, material selection, cross-sectional area, and mechanical coupling methods of each member. Similar methods may be performed for former assessment and design. In general, formers may be significantly larger in cross-sectional area and thickness, depending on location, than stringers. Both stringers and formers may comprise aluminum, aluminum alloys, graphite epoxy composite, steel alloys, titanium, or an undisclosed material alone or in combination.

[0053] With continued reference to FIG. 1, stressed skin, when used in semi-monocoque construction, may bear partial, yet significant, load. In other words, an internal structure, whether it be a frame of welded tubes, formers and stringers, or some combination, is not sufficiently strong enough by design to bear all loads. The concept of stressed skin is applied in monocoque and semi- monocoque construction methods of at least a fuselage and / or BWB 104. In some cases, monocoque may be considered to include substantially only structural skin, and in that sense, aircraft skin undergoes stress by applied aerodynamic fluids imparted by fluid. Stress as used in continuum mechanics can be described in pound-force per square inch (lbf / in2) or Pascals (Pa). In semi- monocoque construction stressed skin bears part of aerodynamic loads and additionally imparts force on an underlying structure of stringers and formers.

[0054] With continued reference to FIG. 1, a fuselage may include an interior cavity. An interior cavity may include a volumetric space configurable to house passenger seats and / or cargo. An interior cavity may be configured to include receptacles for fuel tanks, batteries, fuel cells, or other energy sources as described herein. In some cases, a post may be supporting a floor (i.e., deck), or in other words a surface on which a passenger, operator, passenger, payload, or other object would rest on due to gravity when within an aircraft 100 is in its level flight orientation or sitting on ground. A post may act similarly to stringer in that it is configured to support axial loads in compression due to a load being applied parallel to its axis due to, for example, a heavy object being placed on a floor of aircraft 100. A beam may be disposed in or on any portion a fuselage that requires additional bracing, specifically when disposed transverse to another structural element, like a post, that would benefit from support in that direction, opposing applied force. A beam may be disposed in a plurality of locations and orientations within a fuselage as necessitated by operational and constructional requirements.

[0055] With continued reference to FIG. 1, aircraft 100 may include at least a flight component 108. A flight component 108 may be consistent with any description of a flight component described in this disclosure, such as without limitation propulsors, control surfaces, rotors, paddle wheels, engines, propellers, wings, winglets, or the like. For the purposes of this disclosure, at least a “flight component” is at least one element of an aircraft 100 configured to manipulate a fluid medium such as air to propel, control, or maneuver an aircraft. In nonlimiting examples, at least a flight component 108 may include a rotor mechanically connected to a rotor shaft of an electric motor further mechanically affixed to at least a portion of aircraft 100. In some embodiments, at least a flight component 108 may include a propulsor, for example a rotor attached to an electric motor configured to produce shaft torque and in turn, create thrust. As used in this disclosure, an “electric motor” is an electrical machine that converts electric energy into mechanical work.

[0056] With continued reference to FIG. 1, for the purposes of this disclosure, “torque,” is a twisting force that tends to cause rotation. Torque may be considered an effort and a rotational analogue to linear force. A magnitude of torque of a rigid body may depend on three quantities: a force applied, a lever arm vector connecting a point about which the torque is being measured to a point of force application, and an angle between the force and the lever arm vector. A force applied perpendicularly to a lever multiplied by its distance from the lever's fulcrum (the length of the lever arm) is its torque. A force of three newtons applied two meters from the fulcrum, for example, exerts the same torque as a force of one newton applied six meters from the fulcrum. In some cases, direction of a torque can be determined by using a right-hand grip rule which states: if fingers of right hand are curled from a direction of lever arm to direction of force, then thumb points in a direction of the torque. One of ordinary skill in the art would appreciate that torque may be represented as a vector, consistent with this disclosure, and therefore may include a magnitude and a direction. “Torque” and “moment” are used interchangeably within this disclosure. Any torque command or signal within this disclosure may include at least the steady state torque to achieve the torque output to at least a propulsor.

[0057] With continued reference to FIG. 1, at least a flight component 108 may be one or more devices configured to affect aircraft’s 100 attitude. “Attitude,” for the purposes of this disclosure, is the relative orientation of a body, in this case aircraft 100, as compared to earth’s surface or any other reference point and / or coordinate system. In some cases, attitude may be displayed to pilots, personnel, remote users, or one or more computing devices in an attitude indicator, such as without limitation a visual representation of a horizon and its relative orientation to aircraft 100. A plurality of attitude datums may indicate one or more measurements relative to an aircraft’s pitch, roll, yaw, or throttle compared to a relative starting point. One or more sensors may measure or detect an aircraft’s 100 attitude and establish one or more attitude datums. An “attitude datum,” for the purposes of this disclosure, refers to at least an element of data identifying an attitude of an aircraft 100.

[0058] With continued reference to FIG. 1, in some cases, aircraft 100 may include at least a pilot control. As used in this disclosure, a “pilot control,” is an interface device that allows an operator, human or machine, to control a flight component of an aircraft. Pilot control may be communicatively connected to any other component presented in aircraft 100, the communicative connection may include redundant connections configured to safeguard against single-point failure. In some cases, a plurality of attitude datums may indicate a pilot’s instruction to change heading and / or trim of an aircraft 100. Pilot input may indicate a pilot’s instruction to change an aircraft’s pitch, roll, yaw, throttle, and / or any combination thereof. Aircraft trajectory may be manipulated by one or more control surfaces and propulsors working alone or in tandem consistent with the entirety of this disclosure. “Pitch,” for the purposes of this disclosure refers to an aircraft’s angle of attack that is a difference between a plane including at least a portion of both wings of the aircraft running nose to tail and a horizontal flight trajectory. For example, an aircraft may pitch “up” when its nose is angled upward compared to horizontal flight, as in a climb maneuver. In another example, an aircraft may pitch “down,” when its nose is angled downward compared to horizontal flight, like in a dive maneuver. In some cases, angle of attack may not be used as an input, for instance pilot input, to any system disclosed herein; in such circumstances proxies may be used such as pilot controls, remote controls, or sensor levels, such as true airspeed sensors, pitot tubes, pneumatic / hydraulic sensors, and the like. “Roll,” for the purposes of this disclosure, refers to an aircraft’s position about its longitudinal axis that is to say that when an aircraft rotates about its axis from its tail to its nose, and one side rolls upward, as in a banking maneuver. “Yaw,” for the purposes of this disclosure, refers to an aircraft’s turn angle, when an aircraft rotates about an imaginary vertical axis intersecting center of earth and aircraft 100. “Throttle,” for the purposes of this disclosure, refers to an aircraft outputting an amount of thrust from a propulsor. In context of a pilot input, throttle may refer to a pilot’s input to increase or decrease thrust produced by at least a propulsor. Flight components 108 may receive and / or transmit signals, for example an aircraft command signal. With continued reference to FIG. 1, aircraft command signal may include any signal described in this disclosure, such as without limitation electrical signal, optical signal, pneumatic signal, hydraulic signal, and / or mechanical signal. In some cases, an aircraft command may be a function of a signal from a pilot control. In some cases, an aircraft command may include or be determined as a function of a pilot command. For example, aircraft commands may be determined as a function of a mechanical movement of a throttle. Signals may include analog signals, digital signals, periodic or aperiodic signal, step signals, unit impulse signal, unit ramp signal, unit parabolic signal, signum function, exponential signal, rectangular signal, triangular signal, sinusoidal signal, sine function, or pulse width modulated signal. Pilot control may include circuitry, computing devices, electronic components or a combination thereof that translates pilot input into a signal configured to be transmitted to another electronic component. In some cases, a plurality of attitude commands may be determined as a function of an input to a pilot control. A plurality of attitude commands may include a total attitude command datum, such as a combination of attitude adjustments represented by one or a certain number of combinatorial datums. A plurality of attitude commands may include individual attitude datums representing total or relative change in attitude measurements relative to pitch, roll, yaw, and throttle.

[0059] With continued reference to FIG. 1, in some embodiments, pilot control may include at least a sensor. As used in this disclosure, a “sensor” is a device that detects a phenomenon. In some cases, a sensor may detect a phenomenon and transmit a signal that is representative of the phenomenon. At least a sensor may include, torque sensor, gyroscope, accelerometer, magnetometer, inertial measurement unit (IMU), pressure sensor, force sensor, proximity sensor, displacement sensor, vibration sensor, among others. At least a sensor may include a sensor suite which may include a plurality of sensors that may detect similar or unique phenomena. For example, in a non- limiting embodiment, sensor suite may include a plurality of accelerometers, a mixture of accelerometers and gyroscopes, or a mixture of an accelerometer, gyroscope, and torque sensor. For the purposes of the disclosure, a “torque datum” is one or more elements of data representing one or more parameters detailing power output by one or more propulsors, flight components, or other elements of an electric aircraft. A torque datum may indicate the torque output of at least a flight component 108. At least a flight component may include any propulsor as described herein. In embodiment, at least a flight component 108 may include an electric motor, a propeller, a jet engine, a paddle wheel, a rotor, turbine, or any other mechanism configured to manipulate a fluid medium to propel an aircraft as described herein, an embodiment of at least a sensor may include or be included in, a sensor suite. The herein disclosed system and method may comprise a plurality of sensors in the form of individual sensors or a sensor suite working in tandem or individually. A sensor suite may include a plurality of independent sensors, as described herein, where any number of the described sensors may be used to detect any number of physical or electrical quantities associated with an aircraft power system or an electrical energy storage system. Independent sensors may include separate sensors measuring physical or electrical quantities that may be powered by and / or in communication with circuits independently, where each may signal sensor output to a control circuit such as a user graphical interface. In a nonlimiting example, there may be four independent sensors housed in and / or on battery pack measuring temperature, electrical characteristic such as voltage, amperage, resistance, or impedance, or any other parameters and / or quantities as described in this disclosure. In an embodiment, use of a plurality of independent sensors may result in redundancy configured to employ more than one sensor that measures the same phenomenon, those sensors being of the same type, a combination of, or another type of sensor not disclosed, so that in the event one sensor fails, the ability of a battery management system and / or user to detect phenomenon is maintained and in a non-limiting example, a user alter aircraft usage pursuant to sensor readings.

[0060] With continued reference to FIG. 1, at least a sensor may include a moisture sensor. “Moisture,” as used in this disclosure, is the presence of water, this may include vaporized water in air, condensation on the surfaces of objects, or concentrations of liquid water. Moisture may include humidity. “Humidity,” as used in this disclosure, is the property of a gaseous medium (almost always air) to hold water in the form of vapor. An amount of water vapor contained within a parcel of air can vary significantly. Water vapor is generally invisible to the human eye and may be damaging to electrical components. There are three primary measurements of humidity, absolute, relative, specific humidity. “Absolute humidity,” for the purposes of this disclosure, describes the water content of air and is expressed in either grams per cubic meters or grams per kilogram. “Relative humidity,” for the purposes of this disclosure, is expressed as a percentage, indicating a present stat of absolute humidity relative to a maximum humidity given the same temperature. “Specific humidity,” for the purposes of this disclosure, is the ratio of water vapor mass to total moist air parcel mass, where parcel is a given portion of a gaseous medium. A moisture sensor may be psychrometer. A moisture sensor may be a hygrometer. A moisture sensor may be configured to act as or include a humidistat. A “humidistat,” for the purposes of this disclosure, is a humidity- triggered switch, often used to control another electronic device. A moisture sensor may use capacitance to measure relative humidity and include in itself, or as an external component, include a device to convert relative humidity measurements to absolute humidity measurements. “Capacitance,” for the purposes of this disclosure, is the ability of a system to store an electric charge, in this case the system is a parcel of air which may be near, adjacent to, or above a battery cell.

[0061] With continued reference to FIG. 1, at least a sensor may include electrical sensors. An electrical sensor may be configured to measure voltage across a component, electrical current through a component, and resistance of a component. Electrical sensors may include separate sensors to measure each of the previously disclosed electrical characteristics such as voltmeter, ammeter, and ohmmeter, respectively. One or more sensors may be communicatively coupled to at least a pilot control, the manipulation of which, may constitute at least an aircraft command. Signals may include electrical, electromagnetic, visual, audio, radio waves, or another undisclosed signal type alone or in combination. At least a sensor communicatively connected to at least a pilot control may include a sensor disposed on, near, around or within at least pilot control. At least a sensor may include a motion sensor. “Motion sensor,” for the purposes of this disclosure refers to a device or component configured to detect physical movement of an object or grouping of objects. One of ordinary skill in the art would appreciate, after reviewing the entirety of this disclosure, that motion may include a plurality of types including but not limited to: spinning, rotating, oscillating, gyrating, jumping, sliding, reciprocating, or the like. At least a sensor may include, torque sensor, gyroscope, accelerometer, torque sensor, magnetometer, inertial measurement unit (IMU), pressure sensor, force sensor, proximity sensor, displacement sensor, vibration sensor, among others. At least a sensor may include a sensor suite which may include a plurality of sensors that may detect similar or unique phenomena. For example, in a non-limiting embodiment, sensor suite may include a plurality of accelerometers, a mixture of accelerometers and gyroscopes, or a mixture of an accelerometer, gyroscope, and torque sensor. The herein disclosed system and method may comprise a plurality of sensors in the form of individual sensors or a sensor suite working in tandem or individually. A sensor suite may include a plurality of independent sensors, as described herein, where any number of the described sensors may be used to detect any number of physical or electrical quantities associated with an aircraft power system or an electrical energy storage system. Independent sensors may include separate sensors measuring physical or electrical quantities that may be powered by and / or in communication with circuits independently, where each may signal sensor output to a control circuit such as a user graphical interface. In an embodiment, use of a plurality of independent sensors may result in redundancy configured to employ more than one sensor that measures the same phenomenon, those sensors being of the same type, a combination of, or another type of sensor not disclosed, so that in the event one sensor fails, the ability to detect phenomenon is maintained and in a non-limiting example, a user alter aircraft usage pursuant to sensor readings.

[0062] With continued reference to FIG. 1, at least a flight component 108 may include wings, empennages, nacelles, control surfaces, fuselages, and landing gear, among others, to name a few. In embodiments, an empennage may be disposed at the aftmost point of an aircraft body. Empennage may comprise a tail of aircraft 100, further comprising rudders, vertical stabilizers, horizontal stabilizers, stabilators, elevators, trim tabs, among others. At least a portion of empennage may be manipulated directly or indirectly by pilot commands to impart control forces on a fluid in which the aircraft 100 is flying. Manipulation of these empennage control surfaces may, in part, change an aircraft’s heading in pitch, roll, and yaw. Wings comprise may include structures which include airfoils configured to create a pressure differential resulting in lift. Wings are generally disposed on a left and right side of aircraft 100 symmetrically, at a point between nose and empennage. Wings may comprise a plurality of geometries in planform view, swept swing, tapered, variable wing, triangular, oblong, elliptical, square, among others. Wings may be blended into the body of the aircraft such as in a BWB aircraft 100 where no strong delineation of body and wing exists. A wing’s cross section geometry may comprise an airfoil. An “airfoil” as used in this disclosure, is a shape specifically designed such that a fluid flowing on opposing sides of it exert differing levels of pressure against the airfoil. In embodiments, a bottom surface of an aircraft can be configured to generate a greater pressure than does a top surface, resulting in lift. A wing may comprise differing and / or similar cross- sectional geometries over its cord length, e g. length from wing tip to where wing meets the aircraft’s body. One or more wings may be symmetrical about an aircraft’s longitudinal plane, which comprises a longitudinal or roll axis reaching down a center of the aircraft through the nose and empennage, and the aircraft’s yaw axis. In some cases, wings may comprise controls surfaces configured to be commanded by a pilot and / or autopilot to change a wing’s geometry and therefore its interaction with a fluid medium.

[0063] With continued reference to FIG. 1, in some embodiments, flight component 108 may include control surfaces. Control surfaces may include without limitation flaps, ailerons, tabs, spoilers, and slats, among others. In some cases, control surfaces may be disposed on wings in a plurality of locations and arrangements. In some cases, control surfaces may be disposed at leading and / or trailing edges of wings, and may be configured to deflect up, down, forward, aft, or any combination thereof. In some cases, flight component 108 may include a winglet. For the purposes of this disclosure, a “winglet” is a flight component configured to manipulate a fluid medium and is mechanically attached to a wing or aircraft and may alternatively called a “wingtip device.” Wingtip devices may be used to improve efficiency of fixed-wing aircraft by reducing drag. Although there are several types of wingtip devices which function in different manners, their intended effect may be to reduce an aircraft's drag by partial recovery of tip vortex energy. Wingtip devices can also improve aircraft handling characteristics and enhance safety for aircraft 100. Such devices increase an effective aspect ratio of a wing without greatly increasing wingspan. Extending wingspan may lower lift-induced drag but would increase parasitic drag and would require boosting the strength and weight of the wing. As a result according to some aeronautic design equations, a maximum wingspan made be determined above which no net benefit exits from further increased span. There may also be operational considerations that limit the allowable wingspan (e.g., available width at airport gates).

[0064] With continued reference to FIG. 1, wingtip devices, in some cases, may increase lift generated at wingtip (by smoothing airflow across an upper wing near the wingtip) and reduce lift-induced drag caused by wingtip vortices, thereby improving a lift-to-drag ratio. This increases fuel efficiency in powered aircraft and increases cross-country speed in gliders, in both cases increasing range. U.S. Air Force studies indicate that a given improvement in fuel efficiency correlates directly and causally with increase in an aircraft's lift-to-drag ratio. The term "winglet" has previously been used to describe an additional lifting surface on an aircraft, like a short section between wheels on fixed undercarriage. An upward angle (i.e., cant) of a winglet, its inward or outward angle (i.e., toe), as well as its size and shape are selectable design parameters which may be chosen for correct performance in a given application. A wingtip vortex, which rotates around from below a wing, strikes a cambered surface of a winglet, generating a force that angles inward and slightly forward. A winglet’s relation to a wingtip vortex may be considered analogous to sailboat sails when sailing to windward (i.e., close-hauled). Similar to the close-hauled sailboat’s sails, winglets may convert some of what would otherwise-be wasted energy in a wingtip vortex to an apparent thrust. This small contribution can be worthwhile over the aircraft's lifetime. Another potential benefit of winglets is that they may reduce an intensity of wake vortices. Wake vortices may trail behind an aircraft 100 and pose a hazard to other aircraft. Minimum spacing requirements between aircraft at airports are largely dictated by hazards, like those from wake vortices. Aircraft are classified by weight (e.g., "Light," "Heavy," and the like) often base upon vortex strength, which grows with an aircraft’s lift coefficient. Thus, associated turbulence is greatest at low speed and high weight, which may be produced at high angle of attack near airports. Winglets and wingtip fences may also increase efficiency by reducing vortex interference with laminar airflow near wingtips, by moving a confluence of low-pressure air (over wing) and high- pressure air (under wing) away from a surface of the wing. Wingtip vortices create turbulence, which may originate at a leading edge of a wingtip and propagate backwards and inboard. This turbulence may delaminate airflow over a small triangular section of an outboard wing, thereby frustrating lift in that area. A fence / winglet drives an area where a vortex forms upward away from a wing surface, as the resulting vortex is repositioned to a top tip of the winglet.

[0065] With continued reference to FIG. 1, aircraft 100 may include an energy source. Energy source may include any device providing energy to at least a flight component 108, for example at least a propulsors. Energy source may include, without limitation, a generator, a photovoltaic device, a fuel cell such as a hydrogen fuel cell, direct methanol fuel cell, and / or solid oxide fuel cell, or an electric energy storage device; electric energy storage device may include without limitation a battery, a capacitor, and / or inductor. The energy source and / or energy storage device may include at least a battery, battery cell, and / or a plurality of battery cells connected in series, in parallel, or in a combination of series and parallel connections such as series connections into modules that are connected in parallel with other like modules. Battery and / or battery cell may include, without limitation, Li ion batteries which may include NCA, NMC, Lithium iron phosphate (LiFePO4) and Lithium Manganese Oxide (LMO) batteries, which may be mixed with another cathode chemistry to provide more specific power if the application requires Li metal batteries, which have a lithium metal anode that provides high power on demand, Li ion batteries that have a silicon or titanite anode. In embodiments, the energy source may be used to provide electrical power to an electric or hybrid propulsor during moments requiring high rates of power output, including without limitation takeoff, landing, thermal de-icing and situations requiring greater power output for reasons of stability, such as high turbulence situations. In some cases, battery may include, without limitation a battery using nickel based chemistries such as nickel cadmium or nickel metal hydride, a battery using lithium ion battery chemistries such as a nickel cobalt aluminum (NCA), nickel manganese cobalt (NMC), lithium iron phosphate (LiFePO4), lithium cobalt oxide (LCO), and / or lithium manganese oxide (LMO), a battery using lithium polymer technology, lead-based batteries such as without limitation lead acid batteries, metal-air batteries, or any other suitable battery. A person of ordinary skill in the art, upon reviewing the entirety of this disclosure, will be aware of various devices of components that may be used as an energy source.

[0066] With continued reference to FIG. 1, in further non-limiting embodiments, an energy source may include a fuel store. As used in this disclosure, a “fuel store” is an aircraft component configured to store a fuel. In some cases, a fuel store may include a fuel tank. Fuel may include a liquid fuel, a gaseous fluid, a solid fuel, and fluid fuel, a plasma fuel, and the like. As used in this disclosure, a “fuel” may include any substance that stores energy. Exemplary non-limiting fuels include hydrocarbon fuels, petroleum-based fuels., synthetic fuels, chemical fuels, Jet fuels (e.g., Jet- A fuel, Jet-B fuel, and the like), kerosene-based fuel, gasoline-based fuel, an electrochemical-based fuel (e.g., lithium-ion battery), a hydrogen-based fuel, natural gas-based fuel, and the like. As described in greater detail below fuel store may be located substantially within blended wing body 104 of aircraft 100, for example without limitation within a wing portion 212 of blended wing body. Aviation fuels may include petroleum-based fuels, or petroleum and synthetic fuel blends, used to power aircraft 100. In some cases, aviation fuels may have more stringent requirements than fuels used for ground use, such as heating and road transport. Aviation fuels may contain additives to enhance or maintain properties important to fuel performance or handling. Fuel may be kerosene- based (JP-8 and Jet A-l), for example for gas turbine-powered aircraft. Piston-engine aircraft may use gasoline-based fuels and / or kerosene-based fuels (for example for Diesel engines). In some cases, specific energy may be considered an important criterion in selecting fuel for an aircraft 100. Liquid fuel may include Jet-A. Presently Jet-A powers modern commercial airliners and is a mix of extremely refined kerosene and bums at temperatures at or above 49 °C (120 °F). Kerosene-based fuel has a much higher flash point than gasoline-based fuel, meaning that it requires significantly higher temperature to ignite.

[0067] With continued reference to FIG. 1, modular aircraft 100 may include an energy source which may include a fuel cell. As used in this disclosure, a “fuel cell” is an electrochemical device that combines a fuel and an oxidizing agent to create electricity. In some cases, fuel cells are different from most batteries in requiring a continuous source of fuel and oxygen (usually from air) to sustain the chemical reaction, whereas in a battery the chemical energy comes from metals and their ions or oxides that are commonly already present in the battery, except in flow batteries. Fuel cells can produce electricity continuously for as long as fuel and oxygen are supplied. In some cases, oxygen may be provided by way of ambient or atmospheric air. Alternatively or additionally, in some cases, aircraft 100 may additionally include at least an oxygen tank configured to store oxygen for use with fuel cell. In some cases, oxygen may be stored within at least an oxygen tank in a gaseous state.

[0068] With continued reference to FIG. 1, in some embodiments, fuel cells may consist of different types. Commonly a fuel cell consists of an anode, a cathode, and an electrolyte that allows ions, often positively charged hydrogen ions (protons), to move between two sides of the fuel cell. At anode, a catalyst causes fuel to undergo oxidation reactions that generate ions (often positively charged hydrogen ions) and electrons. Ions move from anode to cathode through electrolyte. Concurrently, electrons may flow from anode to cathode through an external circuit, producing direct current electricity. At cathode, another catalyst causes ions, electrons, and oxygen to react, forming water and possibly other products. Fuel cells may be classified by type of electrolyte used and by difference in startup time ranging from 1 second for proton-exchange membrane fuel cells (PEM fuel cells, or PEMFC) to 10 minutes for solid oxide fuel cells (SOFC). In some cases, energy source may include a related technology, such as flow batteries. Within a flow battery fuel can be regenerated by recharging. Individual fuel cells produce relatively small electrical potentials, about 0.7 volts. Therefore, in some cases, fuel cells may be "stacked,” or placed in series, to create sufficient voltage to meet an application's requirements. In addition to electricity, fuel cells may produce water, heat and, depending on the fuel source, very small amounts of nitrogen dioxide and other emissions. Energy efficiency of a fuel cell is generally between 40 and 90%.

[0069] With continued reference to FIG. 1, fuel cell may include an electrolyte. In some cases, electrolyte may define a type of fuel cell. Electrolyte may include any number of substances like potassium hydroxide, salt carbonates, and phosphoric acid. Commonly a fuel cell is fueled by hydrogen. Fuel cell may feature an anode catalyst, like fine platinum powder, which breaks down fuel into electrons and ions. Fuel cell may feature a cathode catalyst, often nickel, which converts ions into waste chemicals, with water being the most common type of waste. A fuel cell may include gas diffusion layers that are designed to resist oxidization.

[0070] With continued reference to FIG. 1, aircraft 100 may include an energy source which may include a cell such as a battery cell, or a plurality of battery cells making a battery module. An energy source may be a plurality of energy sources. The module may include batteries connected in parallel or in series or a plurality of modules connected either in series or in parallel designed to deliver both the power and energy requirements of the application. Connecting batteries in series may increase the voltage of an energy source which may provide more power on demand. High voltage batteries may require cell matching when high peak load is needed. As more cells are connected in strings, there may exist the possibility of one cell failing which may increase resistance in the module and reduce the overall power output as the voltage of the module may decrease as a result of that failing cell. Connecting batteries in parallel may increase total current capacity by decreasing total resistance, and it also may increase overall amp-hour capacity. The overall energy and power outputs of an energy source may be based on the individual battery cell performance, or an extrapolation based on the measurement of at least an electrical parameter. In an embodiment where an energy source includes a plurality of battery cells, the overall power output capacity may be dependent on the electrical parameters of each individual cell. If one cell experiences high self- discharge during demand, power drawn from an energy source may be decreased to avoid damage to the weakest cell. An energy source may further include, without limitation, wiring, conduit, housing, cooling system and battery management system. Persons skilled in the art will be aware, after reviewing the entirety of this disclosure, of many different components of an energy source. With continued reference to FIG. 1, aircraft 100 may include multiple flight component 108 sub-systems, each of which may have a separate energy source. For instance, and without limitation, one or more flight components may have a dedicated energy source. Alternatively, or additionally, a plurality of energy sources may each provide power to two or more flight components 108, such as, without limitation, a “fore” energy source providing power to flight components located toward a front of an aircraft 100, while an “aft” energy source provides power to flight components located toward a rear of the aircraft 100. As a further non-limiting example, a flight component of group of flight components may be powered by a plurality of energy sources. For example, and without limitation, two or more energy sources may power one or more flight components; two energy sources may include, without limitation, at least a first energy source having high specific energy density and at least a second energy source having high specific power density, which may be selectively deployed as required for higher- power and lower-power needs. Alternatively, or additionally, a plurality of energy sources may be placed in parallel to provide power to the same single propulsor or plurality of propulsors. Alternatively, or additionally, two or more separate propulsion subsystems may be joined using intertie switches (not shown) causing the two or more separate propulsion subsystems to be treatable as a single propulsion subsystem or system, for which potential under load of combined energy sources may be used as the electric potential. Persons skilled in the art, upon reviewing the entirety of this disclosure, will be aware of various combinations of energy sources that may each provide power to single or multiple propulsors in various configurations.

[0071] With continued reference to FIG. 1, aircraft 100 may include a flight component 108 that includes at least a nacelle. For the purposes of this disclosure, a “nacelle” is a streamlined body housing, which is sized according to that which is houses, such as without limitation an engine, a fuel store, or a flight component. When attached by a pylon entirely outside an airframe a nacelle may sometimes be referred to as a pod, in which case an engine within the nacelle may be referred to as a podded engine. In some cases an aircraft cockpit may also be housed in a nacelle, rather than in a conventional fuselage. At least a nacelle may substantially encapsulate a propulsor, which may include a motor or an engine. At least a nacelle may be mechanically connected to at least a portion of aircraft 100 partially or wholly enveloped by an outer mold line of the aircraft 100. At least a nacelle may be designed to be streamlined. At least a nacelle may be asymmetrical about a plane comprising the longitudinal axis of the engine and the yaw axis of modular aircraft 100.

[0072] With continued reference to FIG. 1, a flight component may include a propul sor. A “propulsor,” as used herein, is a component or device used to propel a craft by exerting force on a fluid medium, which may include a gaseous medium such as air or a liquid medium such as water. For the purposes of this disclosure, “substantially encapsulate” is the state of a first body (e.g., housing) surrounding all or most of a second body. A motor may include without limitation, any electric motor, where an electric motor is a device that converts electrical energy into mechanical work for instance by causing a shaft to rotate. A motor may be driven by direct current (DC) electric power; for instance, a motor may include a brushed DC motor or the like. A motor may be driven by electric power having varying or reversing voltage levels, such as alternating current (AC) power as produced by an alternating current generator and / or inverter, or otherwise varying power, such as produced by a switching power source. A motor may include, without limitation, a brushless DC electric motor, a permanent magnet synchronous motor, a switched reluctance motor, and / or an induction motor; persons skilled in the art, upon reviewing the entirety of this disclosure, will be aware of various alternative or additional forms and / or configurations that a motor may take or exemplify as consistent with this disclosure. In addition to inverter and / or switching power source, a circuit driving motor may include electronic speed controllers or other components for regulating motor speed, rotation direction, torque, and / or dynamic braking. Motor may include or be connected to one or more sensors detecting one or more conditions of motor; one or more conditions may include, without limitation, voltage levels, electromotive force, current levels, temperature, current speed of rotation, position sensors, and the like. For instance, and without limitation, one or more sensors may be used to detect back-EMF, or to detect parameters used to determine back-EMF, as described in further detail below. One or more sensors may include a plurality of current sensors, voltage sensors, and speed or position feedback sensors. One or more sensors may communicate a current status of motor to a flight controller and / or a computing device; computing device may include any computing device as described in this disclosure, including without limitation, a flight controller.

[0073] With continued reference to FIG. 1, a motor may be connected to a thrust element. Thrust element may include any device or component that converts mechanical work, for example of a motor or engine, into thrust in a fluid medium. Thrust element may include, without limitation, a device using moving or rotating foils, including without limitation one or more rotors, an airscrew or propeller, a set of airscrews or propellers such as contra-rotating propellers or co-rotating propellers, a moving or flapping wing, or the like. Thrust element may include without limitation a marine propeller or screw, an impeller, a turbine, a pump-jet, a paddle or paddle-based device, or the like. Thrust element may include a rotor. Persons skilled in the art, upon reviewing the entirety of this disclosure, will be aware of various devices that may be used as thrust element. A thrust element may include any device or component that converts mechanical energy (i.e., work) of a motor, for instance in form of rotational motion of a shaft, into thrust within a fluid medium. As another non- limiting example, a thrust element may include an eight-bladed pusher propeller, such as an eight- bladed propeller mounted behind the engine to ensure the drive shaft is in compression.

[0074] With continued reference to FIG. 1, in non-limiting embodiments, flight component 108 may include an airbreathing engine such as a jet engine, turbojet engine, turboshaft engine, ramjet engine, scramjet engine, hybrid propulsion system, turbofan engine, or the like. Flight component 108 may be fueled by any fuel described in this disclosure, for instance without limitation Jet-A, Jet- B, diesel fuel, gasoline, or the like. In non-limiting embodiments, a jet engine is a type of reaction engine discharging a fast-moving jet that generates thrust by jet propulsion. While this broad definition can include rocket, waterjet, and hybrid propulsion, the term jet engine, in some cases, refers to an internal combustion airbreathing jet engine such as a turbojet, turbofan, ramjet, or pulse jet. In general, jet engines are internal combustion engines. As used in this disclosure, a “combustion engine” is a mechanical device that is configured to convert mechanical work from heat produced by combustion of a fuel. In some cases, a combustion engine may operate according to an approximation of a thermodynamic cycle, such as without limitation a Carnot cycle, a Cheng cycle, a Combined cycle, a Brayton cycle, an Otto cycle, an Allam power cycle, a Kalina cycle, a Rankine cycle, and / or the like. In some cases, a combustion engine may include an internal combustion engine. An internal combustion engine may include heat engine in which combustion of fuel occurs with an oxidizer (usually air) in a combustion chamber that comprises a part of a working fluid flow circuit. Exemplary internal combustion engines may without limitation a reciprocating engine (e.g., 4-stroke engine), a combustion turbine engine (e g., jet engines, gas turbines, Brayton cycle engines, and the like), a rotary engine (e.g., Wankel engines), and the like. In non-limiting embodiments, airbreathing jet engines feature a rotating air compressor powered by a turbine, with leftover power providing thrust through a propelling nozzle — this process may be known as a Brayton thermodynamic cycle. Jet aircraft may use such engines for long-distance travel. Early jet aircraft used turbojet engines that were relatively inefficient for subsonic flight. Most modern subsonic jet aircraft use more complex high-bypass turbofan engines. In some cases, they give higher speed and greater fuel efficiency than piston and propeller aeroengines over long distances. A few air-breathing engines made for highspeed applications (ramjets and scramjets) may use a ram effect of aircraft's speed instead of a mechanical compressor. An airbreathing jet engine (or ducted jet engine) may emit a jet of hot exhaust gases formed from air that is forced into the engine by several stages of centrifugal, axial or ram compression, which is then heated and expanded through a nozzle. In some cases, a majority of mass flow through an airbreathing jet engine may be provided by air taken from outside of the engine and heated internally, using energy stored in the form of fuel. In some cases, a jet engine may include are turbofans. Alternatively and / or additionally, jet engine may include a turbojets. In some cases, a turbofan may use a gas turbine engine core with high overall pressure ratio (e.g., 40:1) and high turbine entry temperature (e.g., about 1800 K) and provide thrust with a turbine-powered fan stage. In some cases, thrust may also be at least partially provided by way of pure exhaust thrust (as in a turbojet engine). In some cases, a turbofan may have a high efficiency, relative to a turbojet. In some cases, a jet engine may use simple ram effect (e.g., ramjet) or pulse combustion (e.g., pulsejet) to give compression. Persons skilled in the art, upon reviewing the entirety of this disclosure, will be aware of various devices that may be used as a thrust element.

[0075] With continued reference to FIG. 1, an aircraft 100 may include a flight controller. As used in this disclosure, a “flight controller” is a device that generates signals for controlling at least a flight component 108 of an aircraft 100. In some cases, a flight controller includes electronic circuitry, such as without limitation a digital signal processor (DSP), an applicationspecific integrated circuit (ASIC), and / or a computing device. Flight controller may use sensor feedback to calculate performance parameters of motor, including without limitation a torque versus speed operation envelope. Persons skilled in the art, upon reviewing the entirety of this disclosure, will be aware of various devices and / or components that may be used as or included in a motor or a circuit operating a motor, as used and described in this disclosure. With continued reference to FIG. 1, computing device may include any computing device as described in this disclosure, including without limitation a microcontroller, microprocessor, digital signal processor (DSP) and / or system on a chip (SoC) as described in this disclosure. Computing device may include, be included in, and / or communicate with a mobile device such as a mobile telephone or smartphone. Computing device may include a single computing device operating independently, or may include two or more computing device operating in concert, in parallel, sequentially or the like; two or more computing devices may be included together in a single computing device or in two or more computing devices. Computing device may interface or communicate with one or more additional devices as described below in further detail via a network interface device. Network interface device may be utilized for connecting computing device to one or more of a variety of networks, and one or more devices. Examples of a network interface device include, but are not limited to, a network interface card (e.g, a mobile network interface card, a LAN card), a modem, and any combination thereof. Examples of a network include, but are not limited to, a wide area network (e.g., the Internet, an enterprise network), a local area network (e.g., a network associated with an office, a building, a campus or other relatively small geographic space), a telephone network, a data network associated with a telephone / voice provider (e.g, a mobile communications provider data and / or voice network), a direct connection between two computing devices, and any combinations thereof. A network may employ a wired and / or a wireless mode of communication. In general, any network topology may be used. Information (e.g., data, software etc.) may be communicated to and / or from a computer and / or a computing device. Computing device may include but is not limited to, for example, a computing device or cluster of computing devices in a first location and a second computing device or cluster of computing devices in a second location. Computing device may include one or more computing devices dedicated to data storage, security, distribution of traffic for load balancing, and the like. Computing device may distribute one or more computing tasks as described below across a plurality of computing devices of computing device, which may operate in parallel, in series, redundantly, or in any other manner used for distribution of tasks or memory between computing devices. Computing device may be implemented using a “shared nothing” architecture in which data is cached at the worker, in an embodiment, this may enable scalability of system and / or computing device. With continued reference to FIG. 1, computing device may be designed and / or configured to perform any method, method step, or sequence of method steps in any embodiment, described in this disclosure, in any order and with any degree of repetition. For instance, computing device may be configured to perform a single step or sequence repeatedly until a desired or commanded outcome is achieved; repetition of a step or a sequence of steps may be performed iteratively and / or recursively using outputs of previous repetitions as inputs to subsequent repetitions, aggregating inputs and / or outputs of repetitions to produce an aggregate result, reduction or decrement of one or more variables such as global variables, and / or division of a larger processing task into a set of iteratively addressed smaller processing tasks. Computing device may perform any step or sequence of steps as described in this disclosure in parallel, such as simultaneously and / or substantially simultaneously performing a step two or more times using two or more parallel threads, processor cores, or the like; division of tasks between parallel threads and / or processes may be performed according to any protocol suitable for division of tasks between iterations. Persons skilled in the art, upon reviewing the entirety of this disclosure, will be aware of various ways in which steps, sequences of steps, processing tasks, and / or data may be subdivided, shared, or otherwise dealt with using iteration, recursion, and / or parallel processing.

[0076] Referring now to FIG. 2, an exemplary top-down diagram of an exemplary blended wing aircraft 200 is illustrated. Aircraft 200 may include a blended wing body 204. As described above, a blended wing body (BWB) is a fixed-wing aircraft body having no clear demarcation between wings and a main body of the aircraft. For example, a BWB 204 aircraft may have distinct wing and body structures, which are smoothly blended together with no clear dividing line or boundary feature between wing and fuselage. As used in this disclosure, a “transitional” portion of blended wing body 204 is the portion of the blended wing body 204 that includes the aircraft body between wing and a main body.

[0077] With continued reference to FIG. 2, aircraft 200 may include at least a propulsor 208a-b mechanically affixed to the aircraft 200. In some cases, at least a propulsor 208a-b may be configured to propel aircraft 200. Propulsor may include any propulsor described in this disclosure, for example with reference to FIG. 1. In some embodiments, at least a propulsor 208a-b may include at least a combustion engine that burns first fuel and produces mechanical work. Resulting mechanical work may be used to power at least a propul sor 208a-b. In some embodiments, at least a propulsor 208a-b may include at least an electric motor operatively connected with fuel cell 216. Propulsor 208a-b may be operatively connected to fuel cell 216 by way of electrical communication, for example through one or more conductors. In some cases, at least a fuel cell 216 may be configured to power at least an electric motor of propulsor 208a-b. In some embodiments, at least a propulsor 208a-b may include both a combustion engine and an electric motor.

[0078] With continued reference to FIG. 2, aircraft 200 may include at least a first fuel store 212a-b. At least a first fuel store 212a-b may be configured to store a first fuel. First fuel may include any fuel taught in this disclosure, for example without limitation liquid hydrogen, liquid natural gas, gasoline-based fuels, kerosene-based fuels and the like. In some embodiments, first fuel store 212a-b may be at least partially located within a transitional portion of blended wing body 204. According to some embodiments, first fuel store may be configured to store one or more of liquid hydrogen and natural gas. For example, although weight energy density of liquid hydrogen is high, volume energy density of liquid hydrogen is lower than conventional aviation fuels. For this reason, in some cases, fuel store 212a-b may be located within a transitional portion of blended wing body 204 as greater volume for storage is available here, for example when compared to a wing portion. In some cases, liquid nitrogen may need to be stored at extremely cold temperatures, for instance without limitation at a temperature below -252oC. As liquid hydrogen warms it boils off and is lost. As a result, boil off rate is considered when employing liquid hydrogen as a fuel. In some cases, first fuel store 212, or any fuel store containing liquid hydrogen, may be heavily insulated. For example, in some cases, fuel store may include an inner wall and an outer wall with a vacuum chamber disposed between the inner wall and the outer wall. Vacuum within vacuum chamber prevents convective and conductive heat loss between inner and outer wall, so that substantially only radiative heat transfer may be possible between the two walls dramatically slowing heat transfer (and heating). Alternatively or additionally, in some cases, an insulation may be located between inner wall and outer wall of fuel store. Exemplary non-limiting insulations include high loft materials, silica aerogel, polyurethane, polystyrene, fiberglass, and the like. In some cases, a reflective material may be used within a wall of fuel store to slow radiative heat transfer, for example without limitation metallic materials with high polish like foil. With continued reference to FIG. 2, in some cases, a voluminous fuel store 212a-b, for instance located within a transitional portion of blended wing body 204, may be advantageous for liquid hydrogen (or liquid natural gas) storage as it slows a rate of temperature rise of fuel. For instance, heat transfer is a function of surface area of fuel store and may be understood according to Newton’s Law of Cooling. Whereas, thermal compliance is a function of mass (volume multiplied by density). As a fuel store increases in size, its volume increases more than surface area. This phenomenon may be understood as square-cube law, stated thus when an object undergoes a proportional increase in size, its new surface area is proportional to the square of the multiplier and its new volume is proportional to the cube of the multiplier. For example, imagine a cubic fuel store increases from a first length, 11, to a second length, 12. An area of fuel store may increase thus: and, a volume of fuel store increases thus: where Al is first surface area, A2 is second surface area, VI is first volume, and V2 is second volume. For example, a cube with a side length of 1 meter has a surface area of 6 m2and a volume of 1 m3. If dimensions of cube were multiplied by 2, its surface area would be multiplied by the square of 2 and become 24 m2Its volume would be multiplied by cube of 2 and become 8 m3. The original cube (Im sides) has a surface area to volume ratio of 6: 1. The larger (2m sides) cube has a surface area to volume ratio of (24 / 8) 3: 1. As dimensions increase, volume will continue to grow faster than surface area. Square-cube principle applies to all solids, not just cubes. In a non-limiting example, voluminous fuel store 212a-b including hydrogen may be large enough for an entire day’s worth of electricity such that the hydrogen only needs to be refueled once a day.

[0079] With continued reference to FIG. 2, aircraft 200 may include at least a fuel cell 216. In some cases, at least a fuel cell 216 may be configured to combine first fuel with an oxidizing agent, such as oxygen to produce electricity. At least a fuel cell 216 may include any fuel cell described in this disclosure, including without limitation with reference to FIG. 1 above.

[0080] Still referring to FIG. 2, in some embodiments aircraft 200 may additionally include an auxiliary power system (APU) 220 operatively connected with at least a fuel cell 216. As used in this disclosure, an “auxiliary power system” is a power system, such as without limitation an electrical circuit or mechanical power source, that provides electrical energy to non-propulsor flight components of an aircraft. Exemplary non-limiting non-propulsor flight component include an avionic system, a flight control system, an environmental control system, and antiice system, a lighting system, a fuel system, a braking system, and / or a landing gear system. Auxiliary power system 220 may be operatively connected to fuel cell 216 by way of electrical communication, for example through one or more conductors. In some cases, at least a fuel cell 216 may be configured to power auxiliary power system 220. In a non-limiting example, APU may be powered using fuel cell 216 during boarding and deboarding, while fuel may be used for takeoff and rest of the flight. In some cases, auxiliary power system 220 may include a motor configured to convert electric energy to mechanical work. In some cases, motor may be used to operate a compressor, for instance of air conditioning or refrigeration system. In some cases, auxiliary power system 220 may include a motor that is configured to start a combustion engine of at least a propulsor 208a-b.

[0081] Still referring to FIG. 2, in some embodiments, aircraft 200 may additionally include a second fuel store 224a-b. In some cases, second fuel store 224a-b may be configured to store a second fuel. In some cases, second fuel may be different than a first fuel. Second fuel may include any fuel described in this disclosure, including without limitation kerosene-based fuels. Second fuel may include sustainable aviation fuel (SAF). In a non-limiting example, SAF may be used for portions of a flight in which there are environmental regulations. For example, and without limitation, aircraft 200 using first fuel may change fuels off the coast of California to second fuel before arrival to conform the California regulations. In another nonlimiting example, aircraft 200 using first fuel may change fuels to second fuel to use a light fuel, such as hydrogen, at the end of a flight, which may allow heavier fuel to be used up first and allow for better fuel efficiency towards the end of the flight. In some cases, at least a propulsor 208a-b may include at least a combustion engine configured to burn second fuel thereby producing mechanical work, which is used to power the at least a propulsor 208a-b.

[0082] Still referring to FIG. 2, in some embodiments, one or more of first fuel store 212a-b and second fuel store 224a-b may include at least a fuel environment control mitigation. As used in this disclosure, a “fuel environment mitigation” is any design parameter selected to control an environmental factor associated with fuel within a fuel store. In some cases, fuel environment control mitigation may include a design parameter that affects one or more of fuel pressure, fuel temperature, fuel phase, and the like. For example, in some cases, a fuel environment control mitigation may include insulation to control fuel temperature. Additionally or alternatively, in some cases, fuel environment control mitigation may include a pressure vessel within which fuel pressure may be controlled.

[0083] Now referring to FIG. 3, a block diagram of an exemplary system 300 for controlling a flight boundary of an aircraft 200 is illustrated. System 300 includes aircraft 200, first fuel store 212a-b, second fuel store 224a-b, first fuel 304, second fuel 308, fuel cell 216, first flight mode 312a, second flight mode 312b, flight component 108, or the like. System 300 may include flight controller 316. The aircraft 200, first fuel store 212a-b, second fuel store 224a-b, first fuel 304, second fuel 308 and fuel cell 216 disclosed herein are described in detail above. The flight component 108 disclosed herein is further described in the entirety of this disclosure. As a non- limiting example, flight component 108 may include propulsor 208a-b, auxiliary power system 220, or the like. Flight component 108 is configured to propel, control or maneuver aircraft 200 to flight modes 312a-b.

[0084] With continued reference to FIG. 3, first fuel 304 of first fuel store 212a-b may be configured to be consumed during a first flight mode 312a of aircraft 200. A “flight mode,” as used in this disclosure, is a type of flight an aircraft engages in. Flight modes 312 may include, but are not limited to, takeoff, cruising, climbing, cruising, descent, approach, landing, and any transition between thereof. Flight modes 312a-b may further include, but are not limited to, boarding, deboarding, on ground, or the like. In some embodiments, flight modes 312a-b may include a plurality of portions of an entire flight. As a non-limiting example, flight modes 312a- b may include first portion, second portion and third portion of an entire flight time. For example, and without limitation, if an entire flight time of aircraft 200 is 90 minutes, flight modes 312a-b may include first 30 minutes, second 30 minutes and third 30 minutes. For example, and without limitation, if an entire flight time of aircraft 200 is 90 minutes, flight modes 312a-b may include first 20 minutes, second 50 minutes and third 20 minutes. For example, and without limitation, if an entire flight time of aircraft 200 is 90 minutes, flight modes 312a-b may include first 70 minutes and second 20 minutes. The divided portion of flight time may vary. In some embodiments, flight modes 312a-b may include different portions of flight altitude. As a non-limiting example, flight modes 312a-b may include first portion including from the ground to 10,000 feet in the air, first portion including second portion including 10,001 feet to 30,000 feet, third portion including 30,000 feet or above, or the like. In some embodiments, flight modes 312a-b may include a plurality of flight modes 312a-b for different countries, states or places. As a non-limiting example, flight modes 312a-b may include a flight mode 312a-b for Canada, California, oceans, sea, mountain, or the like. In a non-limiting example, first flight mode 312a may include takeoff, landing, or any flight modes thereof. In some embodiments, first flight mode 312a may include a plurality of flight modes. As a non-limiting example, first flight mode 312a may include takeoff and landing. As another non-limiting example, first flight mode 312a may include on ground, takeoff, boarding, landing and deboarding. In some embodiments, flight mode 312a-b may include different portions of airspeed of aircraft 200. In some embodiments, flight mode 312a-b may include different temperature of environment of aircraft 200 during a flight.

[0085] Still referring to FIG. 3, second fuel 308 of second fuel store 224 is consumed during a second flight mode 312b of aircraft 200. In a non-limiting example, second flight mode 312b may include cruising, or any flight mode thereof. In a non-limiting example, second flight mode 312b may include a plurality of flight modes. As a non-limiting example, second flight mode 312b may include cruising and landing. In some embodiments, second flight mode 312b may be different than first flight mode 312a. For example, and without limitation, second flight mode 312b may include cruising while first flight mode 312a includes takeoff and landing. For example, and without limitation, first flight mode 312a may include first portion of flight altitude including from ground to 30,000 feet while second flight mode 312b includes third portion of flight altitude including 30,000 feet or above.

[0086] With continued reference to FIG. 3, in some embodiments, flight mode 312a-b and corresponding first fuel store 212a-b or second fuel store 224a-b or first fuel 304 or second fuel 308 that is used for flight mode 312a-b may be determined manually by a human or computing device 316 may automatically determine flight mode 312a-b and corresponding first fuel store 212a-b or second fuel store 224a-b or first fuel 304 or second fuel 308. In some embodiments, computing device 316 may include a flight controller. As a non-limiting example, a human disclosed herein may include any pilots, air traffic controllers, aerospace engineers, or the like. As used in this disclosure, a “flight controller” is a computing device of a plurality of computing devices dedicated to data storage, security, distribution of traffic for load balancing, and flight instruction. The flight controller disclosed herein is further described with respect to FIG. 4.

[0087] With continued reference to FIG. 3, in some embodiments, computing device 316 may be configured to receive sensor data from at least a sensor. For the purposes of this disclosure, “sensor data” is data obtained from a sensor. As a non-limiting example, sensor data may include data related to temperature, airspeed, altitude, pressure, humidity, or the like. For example, and without limitation, at least a sensor may transduce a detected phenomenon, such as without limitation, temperature, voltage, current, pressure, speed, motion, light, moisture, and the like, into a sensed signal. The at least a sensor may output the sensed signal. The at least a sensor may include any computing device as described in the entirety of this disclosure and configured to convert and / or translate a plurality of signals detected into electrical signals for further analysis and / or manipulation. Electrical signals may include analog signals, digital signals, periodic or aperiodic signal, step signals, unit impulse signal, unit ramp signal, unit parabolic signal, signum function, exponential signal, rectangular signal, triangular signal, sinusoidal signal, sine function, or pulse width modulated signal. Any datum captured by the at least a sensor may include circuitry, computing devices, electronic components or a combination thereof that translates into at least an electronic signal configured to be transmitted to another electronic component. In a non-limiting embodiment, the at least a sensor may include a plurality of sensors comprised in a sensor suite. In one or more embodiments, and without limitation, the at least a sensor may include a plurality of sensors.

[0088] With continued reference to FIG. 3, in some embodiments, the at least a sensor may include a temperature sensor. For the purposes of this disclosure, a “temperature sensor” is a device that detects thermal energy and outputs an electrical signal as a function of the detection of thermal energy. As a non-limiting example, the temperature sensor may include thermocouples, thermistors, thermometers, passive infrared sensors, resistance temperature sensors (RTD’s), semiconductor based integrated circuits (IC), a combination thereof or another undisclosed sensor type, alone or in combination. For the purposes of this disclosure and as would be appreciated by someone of ordinary skill in the art, “temperature” is a measure of the heat energy of a system. Temperature, as measured by any number or combinations of sensors, may be measured in Fahrenheit (°F), Celsius (°C), Kelvin (°K), or another scale alone or in combination. The temperature measured by sensors may comprise electrical signals which are transmitted to their appropriate destination wireless or through a wired connection.

[0089] With continued reference to FIG. 3, in some embodiments, at least a sensor may include a force sensor. For the purposes of this disclosure, a “force sensor” is a sensor that that converts an input mechanical load, weight, tension, compression or pressure into an electrical output signal. As a non-limiting example, the force sensor may include a tension force sensor, compression force sensor, tension and compression force sensor, and the like. As another nonlimiting example, the force sensor may include a strain gauge, load cell, piezoelectric sensor, capacitive sensor, magnetic sensor, and the like. In some embodiments, the force sensor may be configured to transform a pressure into an analogue electrical signal. In some embodiments, the force sensor may be configured to transform a force into a digital signal.

[0090] With continued reference to FIG. 3, in some embodiments, at least a sensor may include a pressure sensor. Pressure, for the purposes of this disclosure, and as would be appreciated by someone of ordinary skill in the art, is a measure of force required to stop a fluid from expanding and is usually stated in terms of force per unit area. The pressure sensor that may be included in at least a sensor may be configured to measure an atmospheric pressure and / or a change of atmospheric pressure. In some embodiments, the pressure sensor may include an absolute pressure sensor, a gauge pressure sensor, a vacuum pressure sensor, a differential pressure sensor, a sealed pressure sensor, and / or other unknown pressure sensors or alone or in a combination thereof. The pressor sensor may include a barometer. In some embodiments, the pressure sensor may be used to indirectly measure fluid flow, speed, water level, and altitude. In some embodiments, the pressure sensor may be configured to transform a pressure into an analogue electrical signal. In some embodiments, the pressure sensor may be configured to transform a pressure into a digital signal.

[0091] With continued reference to FIG. 3, in one or more embodiments, at least a sensor may include a moisture sensor. Moisture may include humidity. In one or more embodiments, at least a sensor may include electrical sensors. Electrical sensors may be configured to measure voltage across a component, electrical current through a component, and resistance of a component. In one or more embodiments, at least a sensor may include thermocouples, thermistors, thermometers, infrared sensors, resistance temperature sensors (RTDs), semiconductor based integrated circuits (ICs), a combination thereof, or another undisclosed sensor type, alone or in combination.

[0092] With continued reference to FIG. 3, in some embodiments, at least a sensor may include an airspeed sensor. For the purposes of this disclosure, an “airspeed sensor” is instrument that measures the speed of an aircraft relative to the surrounding air. In some embodiments, the airspeed sensor may be configured to detect and transduce airspeed of an aircraft 200 into sensor data. In some embodiments, the airspeed sensor may be configured to transmit the sensor data to a computing device 316. The airspeed sensor may be analog or digital sensor. The airspeed sensor may measure the speed of an aircraft 200 using the differential between the pressure of still air (static pressure) and that of moving air compressed by the forward motion of the electric aircraft (ram pressure.) In some embodiments, the airspeed sensor may include a pitot tube. For the purposes of this disclosure, a “pitot tube” is instrument for measuring the velocity of a flowing fluid, such as without limitation air. The pitot tube may include a U-shaped apparatus with two ports, one perpendicular to the flow of air past the aircraft 200 (static port) and one facing directly into the flow (dynamic port). Mercury or a similar liquid may fill the bend in the pitot tube, forming parallel columns balanced by the air pressure on each side. When static and ram pressure are equal, the columns may have the same height. As the ram pressure increases, mercury on that side of the tube may be pushed back and the columns become imbalanced. The difference between the two columns may be calibrated to indicate the speed of the aircraft 200. In some embodiments, the airspeed sensor may include a pressure sensor. For the purposes of this disclosure, a “pressure sensor” is a measure of force required to stop a fluid from expanding and is usually stated in terms of force per unit area. The pressure sensor that may be included in at least a sensor may be configured to measure an atmospheric pressure and / or a change of atmospheric pressure. In some embodiments, the pressure sensor may include an absolute pressure sensor, a gauge pressure sensor, a vacuum pressure sensor, a differential pressure sensor, a sealed pressure sensor, and / or other unknown pressure sensors or alone or in a combination thereof. The pressor sensor may include a barometer. In some embodiments, the pressure sensor may be used to indirectly measure fluid flow, speed, water level, and altitude. In some embodiments, the pressure sensor may be configured to transform a pressure into an analogue electrical signal. In some embodiments, the pressure sensor may be configured to transform a pressure into a digital signal. The ports of the pitot tube may be connected to the pressure sensor. When the pitot tube is pointing forward on the aircraft 200, it may measure the difference between the pressure from dynamic and static port. When factoring in the temperature it may estimate the speed of the aircraft through air. In some embodiments, the airspeed sensor may include a temperature sensor.

[0093] Still referring to FIG. 3, in some embodiments, system 300 may include at least another sensor. Another sensor may include any other (non-gas and non-temperature) sensor described in this disclosure. Briefly, other sensors may include electrical sensors. As described in this disclosure, an “electrical sensor” is a device that is configured to detect an electrical parameter associated with an electrical phenomena. Exemplary non-limiting electrical sensors include volt-meters, amp-meters, ohm-meters, multi-meters, oscilloscopes, and the like. In some cases, other sensor may include a mechanical sensor. Exemplary non-limiting mechanical sensors include load cells, strain gauges, motion sensors (e.g., inertial measurement units, accelerometers, gyroscopes, etc.) vibrometers, and the like. In some cases, other sensor may include an optical sensor. As described in this disclosure, an “optical sensor” is a device that is configured to detect an optical phenomena. Exemplary non- limiting optical sensors include photodetectors, photodiodes, pyrometers, cameras, image sensors (e.g., CMOS and CCD), and the like.

[0094] With continued reference to FIG. 3, in one or more embodiments, at least a sensor may include a sensor suite which may include a plurality of sensors that may detect similar or unique phenomena. For example, in a non-limiting embodiment, sensor suite may include a plurality of voltmeters or a mixture of voltmeters and thermocouples. Aircraft 200 may include a plurality of sensors in the form of individual sensors or a sensor suite working in tandem or individually. A sensor suite may include a plurality of independent sensors, as described in this disclosure, where any number of the described sensors may be used to detect any number of physical or electrical quantities associated with an aircraft. Independent sensors may include separate sensors measuring physical or electrical quantities that may be powered by and / or in communication with circuits independently, where each may signal sensor output to a control circuit such as computing device 316. In one or more embodiments, at least a sensor may include a sense board, such as sense board. In one or more embodiments, a sense board may be connected to aircraft 200 or flight component 108. In one or more embodiments, a sense board may include one or more circuits and / or circuit elements, including, for example, a printed circuit board component. A sense board may include, without limitation, a control circuit configured to perform and / or direct any actions performed by the sense board and / or any other component and / or element described in this disclosure. The control circuit may include any analog or digital control circuit, including without limitation a combinational and / or synchronous logic circuit, a processor, microprocessor, microcontroller, or the like.

[0095] With continued reference to FIG. 3, in some embodiments, computing device 316 may be configured to receive a pilot input. For the purposes of this disclosure, a “pilot input” is the commands provided by a pilot to control the movement and behavior of an aircraft. Exemplary pilot input may include a pilot’s instruction to change an aircraft’s pitch, roll, yaw, throttle, and / or any combination thereof. Exemplary pilot input may include a pilot’s input to computing device 316. Exemplary pilot input may include pilot’s input using pilot control. Pilot input may be further described in detail above.

[0096] With continued reference to FIG. 3, in some embodiments, computing device 316 may be configured to generate a flight command as a function of sensor data, pilot input, or the like. In some embodiments, computing device 316 may be configured to generate a flight command as a function of previous iterations. As a non-limiting example, computing device 316 may generate a flight command that was previously used. For the purposes of this disclosure, a “flight command” is the collective actions and decisions to manage and direct the flight of an aircraft. In some embodiments, flight command may be configured to control the at least a flight component to perform the first flight mode and the second flight mode. As a non-limiting example, flight command may include a change of flight modes 312a-b. As another nonlimiting example, flight command may include a change of fuel store (e.g. first fuel store 212a- b and second fuel store 224a- b) or fuel (e.g. first fuel 304 or second fuel 308). For example, and without limitation, flight command may include a change of fuel store from first fuel store 212a-b containing first fuel 304 to second fuel store 224a-b containing second fuel 308 or vice versa. As another non-limiting example, flight command may include one or more adjustments and / or modifications of flight component 108. As another non-limiting example, flight command may include one or more adjustments and / or modifications relating to a pitch angle of aircraft. In some embodiments, flight command may be performed automatically once computing device 316 generates flight command. In some embodiments, authorization by a human may be needed to perform flight command. In a non- limiting example, computing device 316 may generate flight command as sensor data passes a certain threshold, range or a limit of flight modes 312a-b for sensor data. For example, and without limitation, when first flight mode 312a includes a range of altitude ‘0 to 30,000 feet’ and second flight mode 312b includes a range of altitude’30,001 to 45,000 feet,’ computing device 316 may generate a flight command to change fuel store from first fuel store 212a-b to second fuel store 224a- b once altitude of aircraft 200 obtained from sensor of aircraft 200 changes from 10,000 feet to 40,000 feet. This is merely an example and persons skilled in the art, upon reviewing the entirety of this disclosure, may appreciate various flight command that can be used in system 300.

[0097] With continued reference to FIG. 3, in some embodiments, computing device 316 may be further configured to control which of at least a first fuel store 212a-b and at least a second fuel store 224a-b is being drawn from as a function of first flight mode 312a and second flight mode 312b. In a non-limiting example, computing device 316 may determine that fuel store (first fuel store 212a-b or second fuel store 224a-b) that includes jet fuel (first fuel 304 or second fuel 308) can be used when flight mode 312a-b includes cruising. In another nonlimiting example, computing device 316 may determine that fuel cell 216 may be used when flight mode 312a-b includes ‘on ground.’ In another non-limiting example, computing device 316 may determine that SAF (first fuel 304 or second fuel 308) may be used for portion of a flight in which there are environmental regulations (flight mode 312a-b). In some embodiments, a user may manually determine which of at least a first fuel store 212a-b and at least a second fuel store 224a-b is being drawn from as a function of first flight mode 312a and second flight mode 312b. In some embodiments, computing device 316 may determine which of at least a first fuel store 212a-b and at least a second fuel store 224a-b is being drawn from as a function of first flight mode 312a and second flight mode 312b using previous iterations. In some embodiments, computing device 316 may determine which of at least a first fuel store 212a-b and at least a second fuel store 224a-b is being drawn from by controlling an actuator. In some embodiments, computing device 316 may determine which of at least a first fuel store 212a- b and at least a second fuel store 224a-b is being drawn from by controlling a valve such as to open and / or close the valve or control a fluid flow through the valve. In some embodiments, computing device 316 may determine which of at least a first fuel store 212a-b and at least a second fuel store 224a-b is being drawn from by controlling a pump in communication with first fuel store 212a-b and / or at least a second fuel store 224a-b.

[0098] Referring now to FIG. 4, an exemplary embodiment of a system 400 for fueling an aircraft is illustrated. System 400 includes a computing device 404. Computing device 404 may include any computing device as described in this disclosure, including without limitation a microcontroller, microprocessor, digital signal processor (DSP) and / or system on a chip (SoC) as described in this disclosure. Computing device may include, be included in, and / or communicate with a mobile device such as a mobile telephone or smartphone, computing device 404may include a single computing device operating independently, or may include two or more computing device operating in concert, in parallel, sequentially or the like; two or more computing devices may be included together in a single computing device or in two or more computing devices, computing device 404 may interface or communicate with one or more additional devices as described below in further detail via a network interface device. Network interface device may be utilized for connecting computing device 404 to one or more of a variety of networks, and one or more devices. Examples of a network interface device include, but are not limited to, a network interface card (e.g., a mobile network interface card, a LAN card), a modem, and any combination thereof. Examples of a network include, but are not limited to, a wide area network (e.g., the Internet, an enterprise network), a local area network (e.g., a network associated with an office, a building, a campus or other relatively small geographic space), a telephone network, a data network associated with a telephone / voice provider (e.g., a mobile communications provider data and / or voice network), a direct connection between two computing devices, and any combinations thereof. A network may employ a wired and / or a wireless mode of communication. In general, any network topology may be used. Information (e.g., data, software etc.) may be communicated to and / or from a computer and / or a computing device, computing device 404 may include but is not limited to, for example, a computing device or cluster of computing devices in a first location and a second computing device or cluster of computing devices in a second location, computing device 404 may include one or more computing devices dedicated to data storage, security, distribution of traffic for load balancing, and the like, computing device 404 may distribute one or more computing tasks as described below across a plurality of computing devices of computing device, which may operate in parallel, in series, redundantly, or in any other manner used for distribution of tasks or memory between computing devices, computing device 404 may be implemented using a “shared nothing” architecture in which data is cached at the worker, in an embodiment, this may enable scalability of system 400 and / or computing device.

[0099] With continued reference to FIG. 4, computing device 404 may be designed and / or configured to perform any method, method step, or sequence of method steps in any embodiment described in this disclosure, in any order and with any degree of repetition. For instance, computing device 404 may be configured to perform a single step or sequence repeatedly until a desired or commanded outcome is achieved; repetition of a step or a sequence of steps may be performed iteratively and / or recursively using outputs of previous repetitions as inputs to subsequent repetitions, aggregating inputs and / or outputs of repetitions to produce an aggregate result, reduction or decrement of one or more variables such as global variables, and / or division of a larger processing task into a set of iteratively addressed smaller processing tasks, computing device 404 may perform any step or sequence of steps as described in this disclosure in parallel, such as simultaneously and / or substantially simultaneously performing a step two or more times using two or more parallel threads, processor cores, or the like; division of tasks between parallel threads and / or processes may be performed according to any protocol suitable for division of tasks between iterations. Persons skilled in the art, upon reviewing the entirety of this disclosure, will be aware of various ways in which steps, sequences of steps, processing tasks, and / or data may be subdivided, shared, or otherwise dealt with using iteration, recursion, and / or parallel processing.

[0100] Still referring to FIG. 4, as used in the current disclosure, a “fuel tank” is a container specifically designed to hold fuel. In some embodiments, fuel tank 408 described herein may be consistent with first fuel store 212a-b or second fuel store 224a-b. A fuel tank 408 may also be referred to as a “tank.” A fuel tank 408 of a plurality of fuel tanks may include one or more compartments to store fuel in. A fuel tank 408 of a plurality of fuel tanks may be a part of fuel delivery system for an engine, in which the fuel may be stored inside a fuel tank 408 and then propelled or released into an engine, such as without limitation a combustion engine. A fuel tanks may be configured to be removably attached to an aircraft 408. A fuel tank 408 may be configured to contain enough fuel for multiple flights or trips. A fuel tank 408 may also be configured to hold an amount of fuel that is predetermined by the flight plan of the aircraft. In some cases, fueling may be performed at a slow rate over a long period of time. For example, in some cases, fueling may take one hour, two hours, three hours, five hours, or eight hours. In some cases, aircraft may be fueled overnight, or when substantially no flights are scheduled for a long period of time, i.e., not between change-overs between flights.

[0101] With continued reference to FIG. 4, system 400 may include a fuel tank 408. In an embodiment, a fuel tank 408 stores fuel to power aircraft 412. A fuel tank 408 may be permanently attached to aircraft 412. As used in this disclosure, a tank may be "permanently attached" when it is configured to not be removed during ordinary use. For example, a tank permanently attached to aircraft may be removed during maintenance or overhaul but is otherwise a permanent flight component of the aircraft. A fuel tank 408 of a plurality of fuel tanks may include one or more compartments to store fuel in. A fuel tank 408 of a plurality of fuel tanks may be a part of fuel delivery system for an engine, in which the fuel may be stored inside a fuel tank and then pumped or released into an engine, such as without limitation a combustion engine.

[0102] With continued reference to FIG. 4, fuel tank 408 may be a pressure vessel. A “pressure vessel” is a container configured to hold fluids at a pressure that differ from an ambient pressure. Pressure vessel may be configured to be pressurized in order to allow flow of gaseous hydrogen from a fuel tank 408, for example without a need to use a pump. In an embodiment, but without limitation, a fuel tank 408 may act as a pressure vessel to store the fuel at a high pressures above 5 psig, 15 psig, 50psig, or the like. A fuel tank 408 may be made of any material able to withstand such high pressure, such as but without limitation, aluminum, carbon fiber, composite materials, or the like. Furthermore, a fuel tank 408 may further include an inner wall and an outer wall. As used herein, an “inner wall” is the inner barrier of a tank that is in contact with the fuel. As used herein, an “outer wall” is the outer barrier of a tank that is exposed to the outside. There may be insulation between the outer and inner wall. A fuel tank 408 may also include safety valves, closures, vessel threads, or any other features that can be found on fuel tanks.

[0103] With continued reference to FIG. 4, Fuel tank 408 may further have a tank geometry. “Tank geometry” refers to an overall shape and arrangement of fuel tank 408. Fuel tank 408 may have a multi-lobe geometry, such that the multi-lobe geometry includes one or more curvatures. As used herein, “multi-lobe geometry” refers to a shape include multiple curvatures or “lobes.” A “lobe” as used herein, is a curved section of the multi-lobe geometry. Multi-lobe geometry may have multiple lobes, wherein the start of one lobe is marked by a discontinuation in the curvature. A discontinuation in the curvature may occur when the curvature of a tank switches between two non-adjacent values instantaneously or substantially instantaneously. The curvature of the tank may switch substantially instantaneously when there is a weld or other fastener or a division such as a septum. In other embodiments, the curvature may switch substantially instantaneously, when, for example, two lobes of a tank meet, but the intersection has been rounded or otherwise altered in order to, among other things, reduce stress concentrations at the intersection point. For example, the fuel tank 408 may have one or more surfaces with spherical and / or cylindrical shapes. Each lobe of the multi-lobe tank geometry may be configured to have a different radius. Fuel tank 408 may include variable diameter and length. A lobe may be defined as a single sphere or cylinder of the plurality of spheres and / or cylinders. According to some embodiments, tank geometry for a blended wing body aircraft 404 may be driven by at least five objectives: (1) to provide as much fuel volume as possible while using little payload floor space, (2) to provide a fuel tank shape that resists pressure and that is lightweight, (3) to provide a fuel tank shape that can be insulated between outer wall and inner wall, (4) to provide a fuel center of gravity that is not widely misaligned with the aircraft’s center of gravity, and (5) to provide fuel tanks that are compatible with a passenger cabin. In this disclosure, a “fuel center of gravity” is the center of gravity of the fuel inside fuel tank 408. In some cases, fuel center of gravity may affect overall aircraft center of gravity. Fuel center of gravity may be associated with a volume within airplane that has sufficient volume to store a practical quantity of fuel in discrete tanks. Fuel tank 408 may be arranged inside blended wing body 404 as a function of its fuel center of gravity in relation to center of gravity of aircraft 412. Tank geometry is further discussed herein with reference to FIGS. 5 -15.

[0104] With continued reference to FIG. 4, system 400 includes an aircraft 412. Aircraft 412 may include an exemplary blended wing aircraft. Aircraft 412 may include a blended wing body 1404.

[0105] With continued reference to FIG. 4, aircraft 412 includes a fuel tank 408, which may further include a liquified gas fuel, and may include at least a vent, and an insulation. Fuel tank 408 may be a permanent tank. A “permanent tank” is a tank that is permanently attached to aircraft 412. A permanent tank may be added to an existing airplane or attached during the airplane’s construction. In either case, the intention of a permanent tank may be to leave fuel tank 408 in place for an extended period. A permanent tank may integrate fuel tank 408 and BWB structure so that the BWB supports fuel tank 408, and / or fuel tank 408 supports BWB. As a non-limiting example, Fuel tank 408 may support BWB by assisting the airframe of the BWB in resisting pressurization and carrying shear that would otherwise be carried by the ribs of the BWB. In some embodiments, curved surfaces of fuel tank 408 may not be well suited to assisting structural surfaces of BWB. However, in some embodiments, septa of multi-lobe tanks may be well-suited to support the structure of aircraft 412. As used herein, “septa” are partitions between objects, such as two fuel tanks. The plurality of fuel tanks may be divided by septa such that there is a septum between each fuel tank. In an embodiment, the septa may extend from a lower outer mold line to an upper outer mold line of a fuel tank 408. A top and bottom of fuel tank 408 may be closed out by spherical end caps inset from the outer mold line to provide room for the outer mold line skin’s supporting structure. This may assist aircraft 412 in resisting pressurization and simultaneously carrying the shear stress that is otherwise carried by the ribs of the airframe of aircraft 412.

[0106] Still referring to FIG. 4, fuel tank 408 is filled with a liquified gas fuel. Liquified gas fuel may include a liquid hydrogen fuel. As used in this disclosure, a “liquified gas fuel” is a fuel that at standard atmospheric conditions or when utilized (e.g., combusted) is gas and is stored as a fuel. Liquified gas fuels include without limitation liquid hydrogen, propane, and liquified natural gas. Liquified gas fuel may be stored as a compressed gas or in liquid form. Liquid hydrogen fuel may be used for airliner-scale systems, liquid hydrogen fuel may have a higher density than gaseous hydrogen; even so, about four times as much liquified gas fuel may be needed compared to the volume of Jet-A fuel needed. Additionally, liquified gas fuel may also allow for reduced tank pressure and tank weight. Liquified gas fuel may be kept at extremely low, cold temperatures, for example below its critical point of 33 Kelvin. Gas turbine engines, such as combustion engines, may operate on gaseous hydrogen and may transition liquified gas fuel into a gas before consumption; gaseous hydrogen may be supplied to the engine at high pressure, but typically no fuel pump is used. In some embodiments, the gas may squirt into a combustion chamber due to compressor stages. Hydrogen vapor from tank ullage may be combined with the hydrogen vapor from an output of a fuel heater. In some cases, this combined channel may then lead to engine for combustion. When boiled, a rate of boil-off for liquified gas fuel may be determined as a function of heat energy applied to liquified gas fuel. Boil-off for liquified gas fuel can be selected, but fuel tank 408 may be insulated with an insulation to control application of heat to tank contents. Fuel tank 408 may also be refrigerated to remove heat from liquified gas fuel. The degree of insulation may be selected to provide a desired rate of boil-off Insulation is further described below. The selected rate of boil-off for liquified gas fuel may generally be less than the rate at which liquified gas fuel is consumed by the engines and possibly other aircraft systems, such as without limitation an APU. Excess boil-off may be dumped overboard or outside of aircraft through a vent.

[0107] Continuing to refer to FIG. 4, fuel tank 408 may include at least a vent. As used in this disclosure, a “vent” is an opening and / or aperture configured to allow one or more fluids to pass. In an embodiment, at least a vent may be configured to vent gasses from fuel tank 408. In some embodiments, these gasses may include gaseous hydrogen. Gaseous hydrogen may result from boil-off of liquified gas fuel as the fuel warms. In an embodiment, and without limitation, at least a vent may be configured to vent boil-off from fuel tank 408. In some cases, at least a vent may include a check valve. As used in this disclosure, a “check valve” is a valve that permits flow of a fluid only in certain (e.g., one) directions. In some cases check valve may be configured to allow flow of fluids substantially only away from fuel tank 408 while preventing back flow of vented fluid to fuel tank 408. At least a vent may also include a pressure regulator. A “pressure regulator” is a type of valve that controls the pressure of a fluid. Venting gasses from a fuel tank 408 prevents over-pressurizing or other events that may cause catastrophic damage or harm. It may also be desirable, when aircraft 412 is grounded, to connect a system of lines and tanks to at least a vent to collect the boiled-off hydrogen. In some cases, the collected gaseous hydrogen or fuel gasses can be compressed by a pump into storage tanks and then cooled to liquid temperatures for reuse as aircraft fuel. In embodiments a vent may be in fluid connection to both a fuel tank 408 and an interface port of aircraft 412. For the purposes of this disclosure, an “interface port” is a port of an aircraft that interfaces with other devices or system. In other embodiments, a vent may be attached to an interface port and a vent line 424. In a non-limiting example, aircraft 412 includes fuel tank 408 that has a vent that is connected with interface port, to where vent line 424 can be removably attached.

[0108] Still referring to FIG. 4, fuel tank 408 may include insulation. In this disclosure, “insulation” is a component configured to reduce heat transfer. Insulation may be used to reduce thermal transfer to liquified gas fuel inside of a fuel tank 408. Heat may be transferred to fuel tank 408 by at least two means: conduction and radiation. To reduce conduction, insulation may include a vacuum to separate an interior volume of fuel tank 408 from an exterior with an evacuated vessel. Another means to reduce conduction in fuel tank 408 may be an insulating material that inhibits conduction. Insulating materials include fiberglass wool, plastic or ceramic foam, aerogel, and other materials. Heat flow through an insulator can be inversely proportional to its thickness. For example, an insulator that is twice as thick may conduct heat at half the rate. Heat transfer by radiation may be reduced by reflective coatings., Reflective coatings may be located proximal surfaces of fuel tank 408 and / or on intermediate materials within insulation. For example, a dewar may be coated with a mirror-like material that reflects heat radiation; many thermos bottles are silvered for this reason. A “dewar” is double-walled flask of metal or silvered glass with a vacuum between the walls and configured to hold a liquid. Another means to reduce radiation may be to sandwich multiple layers of thin reflective foil within an insulative material such as foam. Additionally, a modest amount of insulation may be needed to limit boil-off to a rate below that needed to provide fuel vapor to the engines in cruise. On the ground, a system to capture boil-off liquified gas fuel may be provided. Another characteristic requirements for insulation includes surface area of a fuel tank 408. A very large tank may provide a large volume of liquified gas fuel per unit surface area. Boil-off rate may be determined by heat transferred into fuel tank 408. Heat transferred into the fuel tank 408 may be a function of tank surface area and / or insulation effectiveness. For example, heat transferred into fuel tank 408 may be proportional to tank surface area and / or inversely proportional to insulation effectiveness. For a given insulation and storage volume, fuel tank 408 having a larger surface area may result in more boil-off. Or, for a given boil-off rate and storage volume, fuel tank 408 having a larger surface area will need more insulation. As explained above, degree of insulation may be selected to provide a desired rate of boil-off Insulation may also include a chamber located between the inner wall and the outer wall foams, aerogels, reflective materials, and the like of fuel tank 408. Chamber may contain gas such as air, nitrogen, argon, or the like. In some cases, gas may be actively pumped into the chamber to ensure that the gas within the chamber is clean and dry and thereby not conducive to condensation, freezing or contamination.

[0109] Continuing to refer to FIG. 4, fuel tank 408 of the plurality of fuel tanks are located aft of the cabin in the main body. As used herein, “cabin” is the portion of the aircraft that holds the crew, passengers, and cargo. Fuel tanks may be stored at least partially aft of the cabin, near the propulsors. For the purposes of this disclosure, the fuel tanks are stored at least partially aft of the cabin if at least a portion of the fuel tanks extends behind or “aft” of the rearmost portion of cabin. In an embodiment, because of the low density of liquified gas fuel, storing fuel tanks behind the cabin of the aircraft 412 may not substantially affect the longitudinal center of gravity of the aircraft 412. FIG. 8 shows a depiction of a multi-lobe tank configuration. In a multi-lobe tank configuration, in some embodiments, each fuel tank 408 does not form a completely circular shape, such that the surface of fuel tank 408 may deform to achieve tension. Multi-lobe tank configuration may be beneficial as it provides more tank volume compared to a singular spherical tank. Multi-lobe tank configuration may be derived by adding tanks in the junctions between tanks. Junctions are discussed in further detail in FIG. 16. Fuel tanks, as discussed above, may provide structural support to the aircraft by acting as load bearing columns between the floor and ceiling of the aircraft 412. In an embodiment, fuel tanks may be mounted within the airframe. As used herein, an “airframe” provides structure to an aircraft. Airframe may be a part of the structural components of the aircraft 412. The plurality of fuel tanks may span across the full width of the aircraft 412. In embodiments, as a non-limiting example where the ceiling of the aircraft is downward sloping, each fuel tank 408 of the plurality of fuel tanks may vary in diameter and length. Fuel tanks may be stored vertically or horizontally. In an embodiment and as described above, fuel tank 408 may be a vertically oriented multi-lobe tank wherein its pressurized walls and its septa may extend from a lower outer mold line to an upper outer mold line of a fuel tank 408. A top and bottom of fuel tank 408 may be closed out by spherical end caps inset from the outer mold line to provide room for the outer mold line skin’s supporting structure. This may assist aircraft 412 in resisting pressurization and simultaneously carrying the shear stress that is otherwise carried by the ribs of the airframe of aircraft 412. Fuel tanks may be stored in rows aft of the cabin. In an embodiment, there may be two rows of fuel tanks. In doubling the rows, each fuel tank 408 had a smaller tank wall radius, therefore each fuel tank wall is thinner and lighter.

[0110] With continued reference to FIG. 4, a computing device 404 may engage a flight preparation 416 as a function of a fdl datum or a desired level. As used in the current disclosure, a “flight preparation” is a process of preparing the fuel tank for flight. The flight preparation 416 may include detaching fuel line 420 and vent line 424 as a function of fdl datum of desired level. Fuel line 420 and vent line 424 may be attached when fdl datum indicates fuel tank 408 while actively engaged in the fueling process. Fuel line 420 and vent line 424 may be detached when fill datum indicates fueling process has been completed or the plane that is flying or flight preparations. The fueling process is generally completed when the fuel tank 408 is full or has enough fuel to complete one or a plurality of flight plans. The flight preparation 416 may include adjusting the vent for flight conditions, so that the vent may safely vent fuel gasses during flight. The flight preparation 416 may include capping the fuel tank. In some cases, flight preparation 416 may include preparing actively conditioning a cavity of the fuel tank. For example, the fuel tank may include a chamber between an inner wall and an outer wall of the tank. In some cases, clean dry gas (e.g., air, nitrogen, argon, etc.) may be pumped into the chamber. The clean dry gas may prevent condensation and freezing of humidity against the inner wall, thereby aiding in insulating the liquified gas fuel. The clean dry air may also be vented from the chamber and / or recirculated.

[0111] Continuing to refer to FIG. 4, a fuel line 420 may be used to transfer liquid nitrogen fuel into fuel tank 408. As used in the current disclosure, a “fuel line” is a hose configured to transport fuel from a fuel reservoir to a fuel tank. In embodiments, a fuel line may be comprised of a hose, tube, or conduit. A fuel line may be made of rubber, plastic, steel, copper, or any combination thereof. Fuel lines may be configured to be able to contain pressurized liquified gas fuel. In some embodiments, liquified gas fuel may include liquid hydrogen fuel. Fuel line 420 may be in fluid connection with a liquified gas reservoir. Liquified gas fuel may be pumped from a liquified gas reservoir through fuel line 420 into fuel tank 408. The fuel line 420 may be connected to the fuel tank 408 through an airtight or a watertight seal. A seal may be made of a rubber compound. In embodiments, Fuel line 420 may be removably attached to a Fuel tank 408. For the purposes of this disclosure, “removably attached” means attached to an object such that it may be removed without damaging the object. The attachment of the fuel line 420 may be determined as a function fill datum. Computing device 404 may be detach a fuel line 420 unlocking the latching mechanism between fuel line 420 and fuel tank 408. The latching mechanism may only be unlocked when there is no fuel passing through the fuel line 420. Once the latching mechanism is unlocked the fuel line 420 may be configured to automatically be stored on a fuel line storage device. This device may store fuel line 420 on a reel or spool as a function of fill datum.

[0112] Continuing to refer to FIG. 4, a vent line 424 in fluid connection with a fuel tank 408. As used in this disclosure, elements are in “fluid connection” when a fluid may move from one element to another, notwithstanding any temporary obstructions such as valves. In embodiments, a vent line 424 may be configured to be attached to a vent of a fuel tank 408. A vent line may be configured to capture gas from fuel tank 408 as a result of a vent boil off. A vent line 424 may be made of rubber, plastic, steel, copper, or any combination thereof. Vent lines 424 may be configured to be able to contain pressurized liquified gas fuel. Vent line 424 may be in fluid connection with a reservoir of liquified gas. In embodiments, Vent line 424 may be removably attached to a fuel tank 408. The attachment of the fuel line 420 may be determined as a function fill datum.

[0113] Continuing to reference FIG. 4, fuel tank 408 may be fluidically connected to a vent line 424. As used herein, a “vent line” is a tether or a bundle of tethers, e.g., hose, tubing, cables, wires, and the like, which is configured to removably attach with a mating component of a vent of a fuel tank 408. In a non-limiting example, vent line 424 may be fluidically connected to fuel tank 108 through interface port of aircraft 412. Vent line 424 may be made of a rigid or a flexible material. For example, vent line 424 may be composed of polypropylene, polycarbonate, acrylonitrile butadiene styrene, polyethylene, nylon, polystyrene, polyether ether ketone, and the like. Vent line 424 may also be composed of metals such as carbon fiber, aluminum, titanium, copper, or the like. Vent line 424 may be attached to a vent located at the top of the tank 408 such that vent line 424 directs gaseous fuel from the vent to an external fuel tank 220. External fuel tank may be consistent with any fuel tank as disclosed herein. Vent line 424 may be configured to direct gaseous fuel overboard, wherein overboard means off of the aircraft. While aircraft is grounded, aircraft engine and other systems are not using hydrogen vapor. Because of this, boil-off from the liquid fuel is collected through a vent line 424 to an external fuel tank.

[0114] Continuing to reference FIG. 4, vent line 424 may be insulated to prevent the accumulation of frozen gases, such as frozen water vapor. The boiling point of hydrogen is - 423.2 F, which may be the freezing point of other gases. For example, water / water vapor freezes at 32 F. In an embodiment, insulation may include vermiculite, fiberglass, X-Aerogel, crosslinked Aerogel, firebrick, or any other insulation with a low thermal conductivity coefficient. A low thermal conductivity may be any thermal conductivity less than 0.10, 0.01, or 0.001 W / m-k. Insulation may limit heat transfer by conduction. Insulation may surround the vent line. In some embodiments, insulation may surround the circumference of vent line. In some embodiments, insulation may partially surround the circumference of the vent line. Alternatively or additionally, vent line 424 may include an inner wall and an outer wall, wherein a vacuum resides in between. As used herein, an “inner wall” is the inner barrier of a vent line that would be in contact with the gaseous fuel. As used herein, an “outer wall” is the outer barrier of a vent line that is in contact with an environment outside the vent line. In some embodiments, there may be insulation between the outer and inner wall. In some embodiments, there may be a vacuum as an insulation between the outer and inner wall.

[0115] With continued reference to FIG. 4, additionally or alternatively, a heat exchanger may be disposed proximal vent line 424. As used in this disclosure, a “heat exchanger” is a device that is configured to transfer heat from a first fluid or medium to a second fluid or medium. In some cases, a heat exchanger may include a hot fluid channel, which may be in thermal communication with the vent line 424. A “channel,” as used herein, is a component that is substantially impermeable to gases and contains and / or directs a flow of hot fluid. A Channel may act as a heat exchanger between the hot fluid and the cold gaseous fuel. Hot fluids may include oils, air, water, propylene glycol, ethylene glycol, or the like. Additionally or alternatively, heat may be provided by a powered heat source such as a radiator, electric resistance heater, combustion heater, or the like. Powered heat source may be placed in thermal communication with the vent line 424, for instance to heat the cold gaseous fuel. Powered heat source may be placed in thermal communication with hot fluid channel to heat the hot fluid that may, for example, heat the cold gaseous fuel. In some embodiments, powered heat source may be in thermal communication with a length of vent line, for example to heat the cold gaseous fuel. In some embodiments, powered heat source may be in thermal communication with a length of hot fluid channel, for example, to heat the hot fluid. In some embodiments, heat elements may be in thermal communication with the vent line to prevent an accumulation of frozen air and / or water vapor.

[0116] With continued reference to FIG. 4, fuel tank 408 may be configured to be filled to a desired level 432. As used in the current disclosure, a “desired level” is when the tank is filled with enough fuel for a plurality of flights 436 plus additional reserve fuel. A sensor 428 may be used to determine when a tank 408 is at a desired level 432. A desired level 432 may include enough fuel to several flights in one day. In an embodiment, a desired level 432 may include filling the tank to capacity or filling the tank to a predetermined fraction of the capacity of the fuel tank 408. Desired level 432 may be determined as a function of weight or refueling time. Reserve fuel may include approximately 10%-20% more fuel than what is required to complete a plurality of flights. A desired level 432 may additionally comprise filling the fuel tank to capacity. As used in the current disclosure, “filling the fuel tank” comprises transferring fuel from a fuel reservoir into a fuel tank. Fill datum may also be considered when determining if a tank is at a desired level 432.

[0117] With continued reference to FIG. 4, system 400 includes a sensor 428. Sensor 428 may be connected to fuel line 420, vent line 424, fuel tank 408, or components thereof. As used in this disclosure, a “sensor” is a device that is configured to detect a physical characteristic and / or a phenomenon and convert the detection into a signal, such as an output sensor signal. In one or more embodiments, sensor 428 may be configured to transmit information, such as fill datum , related to a detection. As used in the current disclosure, a “fill datum” is a datum related to the fueling process of fuel tank 408. For example, and without limitation, fill datum may include information related to failure of the fuel tank 408, fuel line 420, and vent line 424. In some embodiments, fill datum may be related to any abnormal phenomena, such as and without limitation, temperature, voltage, current, pressure, fuel levels and the like as it relates to fuel tank 408. For instance, and without limitation, fill datum may include a high / low temperature of liquified gas fuel or fuel tank 408 directly. In another instance, and without limitation, sensor 428 may detect various characteristics of fuel line 420, vent line 424, fuel tank 408, and / or their surrounding environment that allows for fill datum to be indirectly determined, such as by computing device 404. For example, and without limitation, sensor 428 may determine a voltage, current, and thermal conditions of a surrounding environment of Fuel tank 408 to determine temperature of liquified gas fuel. Fill datum may additionally include the amount of fuel currently in fuel tank 408 in relation to the fuel tank’s 408 capacity. Fuel datum may also be the rate or volume of fuel that is passing through fuel line 420. This may be done using a flow sensor placed within fuel line 420. Or alternatively, the amount of fuel to complete a flight plan or a plurality of flight plans. As another non-limiting example, fill datum may include a pressure of fuel tank 408 that that is generated as a function of liquid nitrogen fuel. Fill datum may include an indication that a fuel tank 408 may need to be prepared for flight. Fill datum may be related to the fuel tank 408 needing maintenance. Fill datum may also include the weight of the fuel. For example, and without limitation, sensor 428 may include a humidistat, hygrometer, voltage sensor, current sensor, multimeter, voltmeter, ammeter, electrical current sensor, resistance sensor, impedance sensor, capacitance sensor, a Wheatstone bridge, displacements sensor, vibration sensor, Daly detector, electroscope, electron multiplier, Faraday cup, galvanometer, Hall effect sensor, Hall probe, magnetic sensor, optical sensor, magnetometer, magnetoresistance sensor, MEMS magnetic field sensor, metal detector, planar Hall sensor, thermal sensor, thermocouple, resistance thermometer, semiconductor-based temperature sensors, thermistor, fuel flow sensor, fuel level sensor, and the like, among others. Sensor(s) 428 may efficaciously include, without limitation, any of the sensors disclosed in the entirety of the present disclosure.

[0118] With continued reference to FIG. 4, in one or more embodiments, sensor 428 may be communicatively connected to computing device 404, fuel line 420, vent line 424, and fuel tank 408.

[0119] With continued reference to FIG. 4, in one or more embodiments, sensor 428 may include one or more sensors. In some embodiments, sensor 428 may be a sensor suite. For example, and without limitation, sensor 428 may include a plurality of sensors, such as for redundancy purposes or confidence level reassurance of each detection by a sensor of the plurality of sensors. Sensor 428 may be a contact or a non-contact sensor. For example, and without limitation, sensor 428 may be physically attached to fuel line 420, vent line 424, and / or fuel tank 408. In other embodiments, sensor 428 may be remote to fuel line 420, vent line 424, and fuel tank 408.

[0120] With continued reference to FIG. 4, in one or more embodiments, sensor 428 may include a temperature sensor or probe. A temperature sensor may include a thermocouple, thermometer, pyrometer, resistance temperature detector (RTD), platinum resistance temperature detector (PRTD), thermistor, negative temperature coefficient (NTC) thermistor, semiconductor based integrated circuit (IC), microbolometers, local temperature sensor, remote digital temperature sensor, infrared sensor, infrared or visible spectrum imaging device, thermophile infrared sensor, any combination thereof, and the like. Temperature, for the purposes of this disclosure, and as would be appreciated by someone of ordinary skill in the art, is a measure of the heat energy of a system. Temperature, as measured by any number or combinations of sensors present within sensor 428, may be measured in Fahrenheit (°F), Celsius (°C), Kelvin (°K), or another scale alone or in combination. The temperature measured by sensors may comprise electrical signals, such as output sensor signal, which are transmitted to their appropriate destination, such as computing device 404, using a wireless and / or wired connection. With continued reference to FIG. 4, in other embodiments, sensor 428 may also include other sensors to detect the amount of fuel in fuel tank 408. This may occur my measuring the amount of fuel that pass through a fuel line 420. This may also take into account the amount of fuel that has vented through vent line 424. In embodiments, Sensor 428 may include a hydrogen sensor. A hydrogen sensor may be configured to detect both gaseous and liquid hydrogen. Sensor 428 may be configured to determine the capacity of fuel tank 408 for liquid hydrogen. Sensor 428 may a be able to determine the amount of liquid hydrogen in the fuel tank 408. In one or more embodiments, sensor 428 may include a plurality of independent sensors, where any number of the described sensors may be used to detect any number of physical quantities associated with liquid / gaseous hydrogen fuel, fuel line 420, vent line 424, fuel tank 408, and / or components thereof. Independent sensors may include separate sensors measuring physical quantities that may be powered by and / or in communication with circuits independently, where each may signal sensor output to a control circuit such as a user graphical interface. In an embodiment, use of a plurality of independent sensors may result in redundancy configured to employ more than one sensor that measures the same phenomenon, those sensors being of the same type, a combination of, or another type of sensor not disclosed, so that in the event one sensor fails, the ability of sensor 428 to detect phenomenon, such as fill datum of fuel tank 408, may be maintained.

[0121] With continued reference to FIG. 4, in some embodiments, sensor 428 may include a pressure sensor. “Pressure,” for the purposes of this disclosure, and as would be appreciated by someone of ordinary skill in the art, is a measure of force required to stop a fluid from expanding and is usually stated in terms of force per unit area. The pressure sensor that may be included in sensor 428 may be configured to measure an atmospheric pressure and / or a change of atmospheric pressure. In some embodiments, the pressure sensor may include an absolute pressure sensor, a gauge pressure sensor, a vacuum pressure sensor, a differential pressure sensor, a sealed pressure sensor, and / or other unknown pressure sensors or alone or in a combination thereof. The pressure sensor may include a barometer. In some embodiments, the pressure sensor may be used to indirectly measure fuel flow, Fuel tank level, liquified gas fuel level, and altitude. In some embodiments, the pressure sensor may be configured to transform a pressure into an analogue electrical signal. In some embodiments, the pressure sensor may be configured to transform a pressure into a digital signal. In one or more embodiments, sensor 428 may include a moisture sensor.

[0122] With continued reference to FIG. 4, in one or more embodiments, sensor 428 may include a sensor suite which may include an array of sensors that may detect similar or unique phenomena. For example, in a non-limiting embodiment, sensor suite may include a plurality of temperature sensors, such as, for example, thermometers or a mixture of thermistors and thermometers. System 400 may include a plurality of sensors in the form of individual sensors or a sensor suite working in tandem or individually. A sensor suite may include a plurality of independent sensors, as described in this disclosure, where any number of the described sensors may be used to detect any number of physical or electrical quantities associated with a fuel tank 408 of an aircraft. Independent sensors may include separate sensors measuring physical or electrical quantities that may be powered by and / or in communication with circuits independently, where each may signal sensor output to a control circuit such as computing device 404. In an embodiment, use of a plurality of independent sensors may result in redundancy configured to employ more than one sensor that measures the same phenomenon, those sensors being of the same type, a combination of, or another type of sensor not disclosed, so that in the event one sensor fails, the ability to detect a phenomenon is maintained.

[0123] With continued reference to FIG. 4, fuel tank 408 may be configured hold enough fuel to successfully complete a plurality of flights 436. As used in the current disclosure, a “plurality of flights” may include conducting two or more flights in succession using the aircraft. In some embodiments, aircraft may receive substantially no fuel in between flights of the plurality of flights. In embodiments, a fuel tank 408 may be configured to refuel prior to the start of the plurality of flights 436 (and after the end of the plurality of flights). In other embodiments, the fuel tank 408 may be configured to refuel then make a plurality of flights 436 without refueling in between flights. A benefit of this embodiment may include shorter layover times between the plurality of flights 436, because the aircraft does not need to refuel. Once the plurality of flights 436 has been completed the aircraft may then return to the original airport / refueling location for refueling or another airport that offers liquified gas fuel. The plurality of flights 436 may begin and end at the same location or airport. In an embodiment, the plurality of flights 436 may begin at a first refueling station and terminate at a second at a refueling station. As used in the current disclosure, a “refueling station” is an airport that is equipped to refuel aircraft that use liquified gas fuel. The tank 408 may only be filled at locations with a refueling station. In an embodiment, a first refueling station may be located in California and a second refueling station may be located in Texas. A multitude of flights may occur in between the aircrafts departure from a first refueling station to its arrival at a second refueling station. A first and second refueling station may be located at the same or different airports. Refueling commence at any time after the arrival of the aircraft at the second refueling station. Refueling may occur at a continuous rate over an extended period. This may include refueling the fuel tank 408 overnight or refueling over several hours ranging from 5-10 hours. Refueling may also take place in 30 minutes or more. Once the tanks have been refueled, the aircraft then may be prepared for flight. In some embodiments, methods presently described provide an improvement of flight fueling regimes, as changeover times may be reduced and more flights operating on liquified gas fuel may be offered (even between airports which lack those refueling capabilities). In some cases, a computing device may be configured to determine desired level 432, for example as a function of plurality of flights, fuel consumption, and fuel reserves.

[0124] Now referring to FIG. 5, shown is an exemplary embodiment 500 of fuel tank 408. A key component that may heavily impact shape of fuel tank 408 is pressure. Fuel tank 408 may be far lighter if pressure is resisted in tension as compared to bending. In tension, thin-walled tanks may be used. Thin-wall tanks may include thin wall 504 compared to thick walled tanks. Thinwalled tanks may be lighter than thick-walled tanks as less material is used. In some embodiments, tension in a tank may be generally achieved by shapes that provide a circular cross section, including spheres, cylinders, and cones. In an embodiment, a pressurized tank of a given volume may be made as a sphere to place the tank in tension. Alternatively, a tank made as a cube may require tank walls to operate in bending; thus, the cube tank would likely be vastly heavier than a sphere tank of similar volume. Cube tanks may be heavier as thick walls may be necessary to resist bending. Accordingly, in some embodiments, any tank geometry may provide tank walls acting in tension. Tank geometry is further described in FIGS. 6-16.

[0125] Still referring to FIG. 5, the walls of fuel tank 408 may operate at or below a limit stress. A “limit stress” is a threshold stress below which fuel tank 408 can operate at to avoid failure or damage. Stress may be defined in hoop direction. Hoop stress occurs along the circumference of a tank. Stress of a thin-wall cylindrical tank may be calculated in the hoop direction by multiplying the pressure (e.g., in lb. / in2) by the radius (e.g., in inches), and then dividing that value by the tank wall thickness (e.g., in inches). Also as shown below, the stress of a thin-wall cylindrical tank may be calculated in the longitudinal direction by dividing the hoop stress in half. The mathematical equation for stress may be found by first calculating a force by multiplying 71 by the radius (r) squared and the pressure (P). The force is then divided by 2*7i*r*t, the area of stress with a thickness (t) to calculate the stress. Thus, the equation simplifies to half the hoop stress, or P*r / 2*t. The maximum stress in a cylindrical tank is the vector sum of the hoop and longitudinal stresses. A thin-wall hemisphere provides equal stress everywhere of P*r 12*t. A cylindrical tank may be fabricated with hemispherical end caps. If the end caps have twice the radius of the cylinder, and the skin thickness is the same everywhere, then the stresses in all parts of the tank may be similar. In an embodiment, the fuel tanks of the plurality of fuel tanks each include domed end caps. Domed end caps may have twice the radius of the cylindrical portion of the fuel tank 408, therefore allowing the fuel tanks to have equal stress and pressure throughout the whole tank.

[0126] Force = nr2P nr2P Pr

[0127] Stress = — -

[0128] 2nrt 2t

[0129] Now referring to FIGS. 6-16, exemplary tank geometries are illustrated. Fuel tank 408 may include a shape, or tank geometry, having a plurality of curved surfaces. All tank geometries may exist in tension, and fuel tank 408 may have any of the tank geometries described herein.

[0130] Now referring to just FIG. 6, an isometric view of an exemplary embodiment of a conical tank 600 is illustrated. Fuel tank 408 may be a conical tank. A “conical” tank is a type of tapered tank that has a cone-shaped tank geometry. A “tapered tank” as used herein, is a shape of a tank that has a larger cross section at one end of the tank then the other end, which has a smaller cross-section, and continuously transitions from the larger cross-section to the smaller crosssection. FIG. 6 shows a tapered tank wherein the left face of it is considered the ‘top of the tank’ and the right side is considered the ‘bottom of the tank.’ A tapered tank may facilitate an easy outflow of liquids from the bottom of the tank. Conical pure-tension tank shapes may include spherical and cylindrical shapes, possibly with spherical end caps. For example, a tank could be conical with a spherical end cap. This might resemble an ice cream cone. This cone may be truncated, with another spherical end cap on the opposing end. In an embodiment, two or more conical tanks may be combined to form a multi-lobe geometry. Multi-lobe geometry is discussed in further detail in FIGS. 13-14.

[0131] Now referring to FIG. 7, an isometric view of an exemplary embodiment of a curved axisymmetric tank 700 is exhibited. Fuel tank 408 may be a curved axisymmetric tank 700. Another type of tapered tank, a “curved axisymmetric tank” has a circular cross-section with compound curvature on the sides or ends. Curved axisymmetric tank may be capped with hemispheres. A curved axisymmetric tank may more efficiently fill a volume with variable depth.

[0132] Now referring to FIG. 8, an isometric view of an exemplary embodiment of a doublecurved tank 800 is presented. Fuel tank 408 may be a double-curved tank. A “double-curved tank” occurs when a tapered tank is merged with a similar or mirror-image tank with a central septum 804. The two tanks comprising a double-curved tank may be intersected along their length and a septum 804 may be placed at the tank junction to address the resulting tension. In this disclosure, a “central septum” is a partition centrally located in a system separating two compartments. In some cases, central septum 804 may not be parallel to the tank axis; for example, it may be favorable to fdl a volume of constant width with a curved, variable-height ceiling. Tank axis may then be adjusted so that the tank wall on the outer side of the tank may be a selected distance from the compartment wall.

[0133] Now referring to FIG. 9, a double-curved tank need not have identical compartments; a front quarter view of an exemplary embodiment of a dual tank 900 with different diameters is illustrated. Fuel tank 408 may be a dual tank 900 with different diameters. In some compartments in this embodiment, height on one side of the compartment may be lower than on the other. Two or more compartments in fuel tank 408 may have different diameters if the ceiling height is different across the compartment. The two or more tanks may be joined with one or more septa that may form a curved surface as seen in top view, see cambered tanks below. In an embodiment, the shapes of the compartments may differ. In this case, the two merged tanks (dual tank) may have different diameters to maximize their height along their length.

[0134] Now referring to FIG. 10, some tapered tanks may be sheared so that instead of following a straight centerline, fuel tank 408 follows a curved camber line. Shown in FIG. 10 is a quarter side view of an exemplary embodiment of a cambered, tapered tank 1000. The camber line enables the tank to more efficiently fit a volume with variable depth but one flat side, for example a floor, while conforming more closely to, for example, a curved ceiling. This results in a centerline that may be curved as seen in the figure. An example may be shown in wireframe and surfaced views. This tank geometry may have a flat bottom and a curved top.

[0135] Now referring to FIGS. 11 A and 1 IB, an isometric and side quarter views of an exemplary embodiment of a dual-cambered tank is presented, respectively. Fuel tank 408 may be a dual-cambered tank 1100. A “dual-cambered” tank is the same as normal cambered tank, but the camber line may be curved from the top view as well as the side view. Two cambered lines can place the outer surface of the tank at a selected distance from the compartment wall. The bottom and right edge of fuel tank 408 may be straight while the top view and side view of camber line may be curved. Circular cross sections of the tank may be sheared so that they remain circles in the lateral-vertical plane, for example. Alternatively, circular cross sections may be orthogonal to the camber line. From a stress standpoint, wherever the camber line curvature of the tank is modest, the stress difference is probably very small.

[0136] Now referring to FIG. 12, a quarter front view of an exemplary embodiment of a double tank is shown. The double tank 1200, as explained above, may have a curved septum separating the two compartments of fuel tank 408. A double tank may be a multi-lobe tank.

[0137] Now referring to FIGS. 13 and 14, a front quarter view of exemplary embodiments of multi -lobe tanks 1300 and 1400 are illustrated in both figures. Given a rectangular compartment cross-section with a longitudinally oriented tank, this cross-section may be occupied by a single circular cross-section tank. Or, as noted above, a double tank may be used to provide greater cross-section area within the rectangular compartment. Additional spheres may be added to fill in the four comers. A “multi-lobe tank” is a tank that has more than two compartments / curvatures attached together. In some cases, two more spheres may be added to fill in the valleys between the two main tanks. Multi-lobe tanks may have any number of compartments / curvatures, but there may be a diminishing return on increasing complexity; either engineering judgment or actual engineering may be applied. In an embodiment, a multi-lobe tank may have four lobes added to fill in the corners of a notional envelope indicated by the lines in the figure. A “lobe” as used herein, are curved sections of a multi-lobe geometry. This provides a more valuable tank volume for a given compartment volume. Each compartment may have a circular cross section as shown, which may be trimmed to the large, main lobes. The main lobes may then be trimmed to small lobes. Each junction may be then faced with a septum. The multi-lobe tank 1400 may be trimmed with septa. The multi-lobe tank 1300 may not have trimmings. Fuel tank 408 may or may not have trimming.

[0138] Now referring to FIG. 15, an isometric view of an exemplary embodiment of a tank 1500 with a plurality of tank support links is shown. The tank 1500 may be consistent with fuel tank 408. Tank 1500 may need to be mounted into aircraft 412, usually inside the body, in order to be permanently attached. Aircraft 412 may be consistent with aircraft 200. As explained above, tank 1500 may be a permanent tank, meaning it may be mounted to the aircraft for an extended period of time. Tank 1500 and aircraft 408 may be constructed separately, and then tank 1500 may be mounted within. In an embodiment, tank 1500 and BWB may be independent because the structural load paths of system 400 may not pass through tank 1500, and the structural load paths of tank 1500 may not pass through BWB, except insofar as necessary to restrain tank 1500 within BWB. Tank 1500 may alternatively, or additionally, provide additional structural support to the airframe. Given this constraint, there may be at least two methods for tank support links to mount tank 1500 to BWB: rigid and linked mounts.

[0139] Still referring to FIG. 15, tank 1500 may be mounted to BWB using a rigid mount. Tank 1500 may be a standalone structure and may be connected to the BWB with one or more rigid connections. A “rigid mount” or “rigid connection” is a type of link that does not allow for free movement in any direction; the link is rigid and / or non-movable. For example, if tank 1500 is a longitudinally-mounted cylindrical tank, it may have a series of feet on either side, which may be connected to the structure of tank 1500. These feet may also be connected, for example, to a compartment floor structure. Additionally, the rigid mount may impose loads on BWB and tank 1500. In an embodiment, during a flight maneuver, system 400 may stretch, compress, or deform slightly, which may ultimately and slightly alter the location of the example feet mounting points. Overall, this ensues some deformation of the structure of tank 1500 and may impose additional loads on the tank that result in an unfavorably heavier design. Additional feet may be provided to distribute the load of tank 1500 more widely into BWB. For example, feet may also connect the tank to compartment walls, the compartment ceiling structure, and the compartment aft pressure bulkhead. This arrangement may not be intended to reinforce BWB by its connection to tank 1500. Also, it may not be intended to reinforce tank 1500 by its connection to BWB.

[0140] Still referring to FIG. 15, tank 1500 may be mounted to BWB using a linked mount. A standalone tank structure may be connected to the airframe in such a way that airframe deformation may not result in tank deformation, and vice-versa. This can be achieved through two ways to mount the tank: through its feet as described above, and through a series of links that may have hinges or ball-joints. A “linked mount” is a way to attach an object to another object that allows movement in one or more directions. With reference to the feet of tank 1500 as described above, to avoid structure deformation, the feet may be mounted to the airframe with rubber fittings that provide compliance. Exemplary feet include mounts manufactured by LORD Corp., of Williston, Vermont. A series of links that may have hinges or ball-joints may also mount tank 1500 to system 400 without structural deformation occurring. For example, and as shown in the figure, tank 1500 may be mounted at three points forming a triangle: a first point may be a rigid connection that provides location in three axes, a second point may be a link that provides substantially two (vertical and lateral) location, and a third point may be a link that provides substantially one (vertical) location. These three points are seen in the figure as links 1504, 1508, and 1512, respectively. Link 1504 may support vertically, laterally, and longitudinally. Link 1508 may support vertically and laterally because it may be pivoted about a lateral axis. Link 1512 may provide only vertical support because it has ball joints at each end. A combination of links 1504 and 1508 may resist yaw and pitch motion. A combination of links 1508 and 1512 may resist roll. Altogether, motion of tank 1500 may be restrained against motion and rotation through the use of tank support links. A relative change in length between tank 1500 and BWB may be accommodated by links 1508 and 1512 pivoting fore-aft. A relative change in width may be accommodated by link 1512 pivoting laterally. A relative change in height may be unconstrained. Torsion applied to tank 1500 by links 1508 and three may be accommodated by a spherical or cylindrical connection at link 1504. One skilled in the art can provide alternate ways to achieve these objectives.

[0141] Now referring to FIG. 16, an exemplary embodiment of a cross-sectional view of multilobe tanks that may be placed aft of the main body of aircraft 408. The multi-lobe geometry of the multi-lobe tanks 1600 may provide tension for each fuel tank 408 of the plurality of multilobe tanks Tension may be achieved by equal pressure in each lobe of the geometry. Multi-lobe geometry may include convex junctions joining each lobe. Convex junction 1604 can be seen in FIG. 16.

[0142] Now referring to FIG. 17, an exemplary embodiment 1700 of a flight controller 1704 is illustrated. In some embodiments, flight controller 1704 disclosed herein may be consistent with computing device 316. Flight controller 1704 may include and / or communicate with any computing device as described in this disclosure, including without limitation a microcontroller, microprocessor, digital signal processor (DSP) and / or system on a chip (SoC) as described in this disclosure. Further, flight controller 1704 may include a single computing device operating independently, or may include two or more computing device operating in concert, in parallel, sequentially or the like; two or more computing devices may be included together in a single computing device or in two or more computing devices. In embodiments, flight controller 1704 may be installed in an aircraft, may control the aircraft remotely, and / or may include an element installed in the aircraft and a remote element in communication therewith.

[0143] In an embodiment, and still referring to FIG. 17, flight controller 1704 may include a signal transformation component 1708. As used in this disclosure, a “signal transformation component” is a component that transforms and / or converts a first signal to a second signal, wherein a signal may include one or more digital and / or analog signals. For example, and without limitation, signal transformation component 1708 may be configured to perform one or more operations such as preprocessing, lexical analysis, parsing, semantic analysis, and the like thereof. In an embodiment, and without limitation, signal transformation component 1708 may include one or more analog-to- digital convertors that transform a first signal of an analog signal to a second signal of a digital signal. For example, and without limitation, an analog-to- digital converter may convert an analog input signal to a 10-bit binary digital representation of that signal. In another embodiment, signal transformation component 1708 may include transforming one or more low-level languages such as, but not limited to, machine languages and / or assembly languages. For example, and without limitation, signal transformation component 1708 may include transforming a binary language signal to an assembly language signal. In an embodiment, and without limitation, signal transformation component 1708 may include transforming one or more high-level languages and / or formal languages such as but not limited to alphabets, strings, and / or languages. For example, and without limitation, high-level languages may include one or more system languages, scripting languages, domain- specific languages, visual languages, esoteric languages, and the like thereof. As a further non- limiting example, high-level languages may include one or more algebraic formula languages, business data languages, string and list languages, object-oriented languages, and the like thereof. Still referring to FIG. 17, signal transformation component 1708 may be configured to optimize an intermediate representation 1712. As used in this disclosure, an “intermediate representation” is a data structure and / or code that represents the input signal. Signal transformation component 1708 may optimize intermediate representation as a function of a data-flow analysis, dependence analysis, alias analysis, pointer analysis, escape analysis, and the like thereof. In an embodiment, and without limitation, signal transformation component 1708 may optimize intermediate representation 1712 as a function of one or more inline expansions, dead code eliminations, constant propagation, loop transformations, and / or automatic parallelization functions. In another embodiment, signal transformation component 1708 may optimize intermediate representation as a function of a machine dependent optimization such as a peephole optimization, wherein a peephole optimization may rewrite short sequences of code into more efficient sequences of code. Signal transformation component 1708 may optimize intermediate representation to generate an output language, wherein an “output language,” as used herein, is the native machine language of flight controller 1704. For example, and without limitation, native machine language may include one or more binary and / or numerical languages.

[0144] In an embodiment, and without limitation, signal transformation component 1708 may include transform one or more inputs and outputs as a function of an error correction code. An error correction code, also known as error correcting code (ECC), is an encoding of a message or lot of data using redundant information, permitting recovery of corrupted data. An ECC may include a block code, in which information is encoded on fixed-size packets and / or blocks of data elements such as symbols of predetermined size, bits, or the like. Reed-Solomon coding, in which message symbols within a symbol set having q symbols are encoded as coefficients of a polynomial of degree less than or equal to a natural number k, over a finite field F with q elements; strings so encoded have a minimum hamming distance of k+1, and permit correction of (q-k-l) / 2 erroneous symbols. Block code may alternatively or additionally be implemented using Golay coding, also known as binary Golay coding, Bose-Chaudhuri, Hocquenghuem (BCH) coding, multidimensional parity- check coding, and / or Hamming codes. An ECC may alternatively or additionally be based on a convolutional code.

[0145] In an embodiment, and still referring to FIG. 17, flight controller 1704 may include a reconfigurable hardware platform 1716. A “reconfigurable hardware platform,” as used herein, is a component and / or unit of hardware that may be reprogrammed, such that, for instance, a data path between elements such as logic gates or other digital circuit elements may be modified to change an algorithm, state, logical sequence, or the like of the component and / or unit. This may be accomplished with such flexible high-speed computing fabrics as field-programmable gate arrays (FPGAs), which may include a grid of interconnected logic gates, connections between which may be severed and / or restored to program in modified logic.

[0146] Still referring to FIG. 17, reconfigurable hardware platform 1716 may include a logic component 1720. As used in this disclosure, a “logic component” is a component that executes instructions on output language. For example, and without limitation, logic component may perform basic arithmetic, logic, controlling, input / output operations, and the like thereof. Logic component 1720 may include any suitable processor, such as without limitation a component incorporating logical circuitry for performing arithmetic and logical operations, such as an arithmetic and logic unit (ALU), which may be regulated with a state machine and directed by operational inputs from memory and / or sensors; logic component 1720 may be organized according to Von Neumann and / or Harvard architecture as a non-limiting example. Logic component 1720 may include, incorporate, and / or be incorporated in, without limitation, a microcontroller, microprocessor, digital signal processor (DSP), Field Programmable Gate Array (FPGA), Complex Programmable Logic Device (CPLD), Graphical Processing Unit (GPU), general purpose GPU, Tensor Processing Unit (TPU), analog or mixed signal processor, Trusted Platform Module (TPM), a floating point unit (FPU), and / or system on a chip (SoC). In an embodiment, logic component 1720 may include one or more integrated circuit microprocessors, which may contain one or more central processing units, central processors, and / or main processors, on a single metal-oxide-semiconductor chip. Logic component 1720 may be configured to execute a sequence of stored instructions to be performed on the output language and / or intermediate representation 1712. Logic component 1720 may be configured to fetch and / or retrieve the instruction from a memory cache, wherein a “memory cache,” as used in this disclosure, is a stored instruction set on flight controller 1704. Logic component 1720 may be configured to decode the instruction retrieved from the memory cache to opcodes and / or operands. Logic component 1720 may be configured to execute the instruction on intermediate representation 1712 and / or output language. For example, and without limitation, logic component 1720 may be configured to execute an addition operation on intermediate representation 1712 and / or output language. In an embodiment, and without limitation, logic component 1720 may be configured to calculate a flight element 1724. As used in this disclosure, a “flight element” is an element of datum denoting a relative status of aircraft. For example, and without limitation, flight element 1724 may denote one or more torques, thrusts, airspeed velocities, forces, altitudes, groundspeed velocities, directions during flight, directions facing, forces, orientations, and the like thereof. For example, and without limitation, flight element 1724 may denote that aircraft is cruising at an altitude and / or with a sufficient magnitude of forward thrust. As a further non-limiting example, flight status may denote that is building thrust and / or groundspeed velocity in preparation for a takeoff. As a further non- limiting example, flight element 1724 may denote that aircraft is following a flight path accurately and / or sufficiently.

[0147] Still referring to FIG. 17, flight controller 1704 may include a chipset component 1728. As used in this disclosure, a “chipset component” is a component that manages data flow. In an embodiment, and without limitation, chipset component 1728 may include a northbridge data flow path, wherein the northbridge dataflow path may manage data flow from logic component 1720 to a high-speed device and / or component, such as a RAM, graphics controller, and the like thereof. In another embodiment, and without limitation, chipset component 1728 may include a southbridge data flow path, wherein the southbridge dataflow path may manage data flow from logic component 1720 to lower-speed peripheral buses, such as a peripheral component interconnect (PCI), industry standard architecture (ICA), and the like thereof. In an embodiment, and without limitation, southbridge data flow path may include managing data flow between peripheral connections such as ethemet, USB, audio devices, and the like thereof. Additionally or alternatively, chipset component 1728 may manage data flow between logic component 1720, memory cache, and a flight component 1732. Flight component 1732 disclosed herein may be consistent with flight component disclosed with respect to FIGS. 1 - 3. For example, flight component 1732 may include a component used to affect the aircrafts’ roll and pitch which may comprise one or more ailerons. As a further example, flight component 1732 may include a rudder to control yaw of an aircraft. In an embodiment, chipset component 1728 may be configured to communicate with a plurality of flight components as a function of flight element 1724. For example, and without limitation, chipset component 1728 may transmit to an aircraft rotor to reduce torque of a first lift propul sor and increase the forward thrust produced by a pusher component to perform a flight maneuver.

[0148] In an embodiment, and still referring to FIG. 17, a flight controller 1704 may control aircraft or flight components 1732 as a function of pilot signal. As used in this disclosure a “pilot signal” is an element of datum representing one or more functions a pilot is controlling and / or adjusting. Pilot signal 1736 disclosed herein may be consistent with pilot input in this disclosure. For example, pilot signal 1736 may denote that a pilot is controlling and / or maneuvering ailerons, wherein the pilot is not in control of the rudders and / or propulsors. In an embodiment, pilot signal 1736 may include an implicit signal and / or an explicit signal. For example, and without limitation, pilot signal 1736 may include an explicit signal, wherein the pilot explicitly states there is a lack of control and / or desire for autonomous function. As a further non-limiting example, pilot signal 1736 may include an explicit signal directing flight controller 1704 to control and / or maintain a portion of aircraft, a portion of the flight plan, the entire aircraft, and / or the entire flight plan. As a further non-limiting example, pilot signal 1736 may include an implicit signal, wherein flight controller 1704 detects a lack of control such as by a malfunction, torque alteration, flight path deviation, and the like thereof. In an embodiment, and without limitation, pilot signal 1736 may include one or more explicit signals to reduce torque, and / or one or more implicit signals that torque may be reduced due to reduction of airspeed velocity. In an embodiment, and without limitation, pilot signal 1736 may include one or more local and / or global signals. For example, and without limitation, pilot signal 1736 may include a local signal that is transmitted by a pilot and / or crew member. As a further non-limiting example, pilot signal 1736 may include a global signal that is transmitted by air traffic control and / or one or more remote users that are in communication with the pilot of aircraft. In an embodiment, pilot signal 1736 may be received as a function of a tri-state bus and / or multiplexor that denotes an explicit pilot signal should be transmitted prior to any implicit or global pilot signal.

[0149] Still referring to FIG. 17, flight controller 1704 may include, be included in, and / or communicate with a mobile device such as a mobile telephone or smartphone. Further, flight controller may communicate with one or more additional devices as described below in further detail via a network interface device. The network interface device may be utilized for commutatively connecting a flight controller to one or more of a variety of networks, and one or more devices. Examples of a network interface device include, but are not limited to, a network interface card (e.g., a mobile network interface card, a LAN card), a modem, and any combination thereof. Examples of a network include, but are not limited to, a wide area network (e.g., the Internet, an enterprise network), a local area network (e.g., a network associated with an office, a building, a campus or other relatively small geographic space), a telephone network, a data network associated with a telephone / voice provider (e.g., a mobile communications provider data and / or voice network), a direct connection between two computing devices, and any combinations thereof. The network may include any network topology and can may employ a wired and / or a wireless mode of communication.

[0150] In an embodiment, and still referring to FIG. 17, flight controller 1704 may include, but is not limited to, for example, a cluster of flight controllers in a first location and a second flight controller or cluster of flight controllers in a second location. Flight controller 1704 may include one or more flight controllers dedicated to data storage, security, distribution of traffic for load balancing, and the like. Flight controller 1704 may be configured to distribute one or more computing tasks as described below across a plurality of flight controllers, which may operate in parallel, in series, redundantly, or in any other manner used for distribution of tasks or memory between computing devices. For example, and without limitation, flight controller 1704 may implement a control algorithm to distribute and / or command the plurality of flight controllers. As used in this disclosure a “control algorithm” is a finite sequence of well-defined computer implementable instructions that may determine the flight component of the plurality of flight components to be adjusted. For example, and without limitation, control algorithm may include one or more algorithms that reduce and / or prevent aviation asymmetry. As a further non-limiting example, control algorithms may include one or more models generated as a function of a software including, but not limited to Simulink by MathWorks, Natick, Massachusetts, USA. In an embodiment, and without limitation, control algorithm may be configured to generate an auto-code, wherein an “auto-code,” is used herein, is a code and / or algorithm that is generated as a function of the one or more models and / or software’s. In another embodiment, control algorithm may be configured to produce a segmented control algorithm. As used in this disclosure a “segmented control algorithm” is control algorithm that has been separated and / or parsed into discrete sections. For example, and without limitation, segmented control algorithm may parse control algorithm into two or more segments, wherein each segment of control algorithm may be performed by one or more flight controllers operating on distinct flight components.

[0151] In an embodiment, and still referring to FIG. 17, control algorithm may be configured to determine a segmentation boundary as a function of segmented control algorithm. As used in this disclosure a “segmentation boundary” is a limit and / or delineation associated with the segments of the segmented control algorithm. For example, and without limitation, segmentation boundary may denote that a segment in the control algorithm has a first starting section and / or a first ending section. As a further non-limiting example, segmentation boundary may include one or more boundaries associated with an ability of flight component 1732. In an embodiment, control algorithm may be configured to create an optimized signal communication as a function of segmentation boundary. For example, and without limitation, optimized signal communication may include identifying the discrete timing required to transmit and / or receive the one or more segmentation boundaries. In an embodiment, and without limitation, creating optimized signal communication further comprises separating a plurality of signal codes across the plurality of flight controllers. For example, and without limitation the plurality of flight controllers may include one or more formal networks, wherein formal networks transmit data along an authority chain and / or are limited to task- related communications. As a further non-limiting example, communication network may include informal networks, wherein informal networks transmit data in any direction. In an embodiment, and without limitation, the plurality of flight controllers may include a chain path, wherein a “chain path,” as used herein, is a linear communication path comprising a hierarchy that data may flow through. In an embodiment, and without limitation, the plurality of flight controllers may include an all-channel path, wherein an “all-channel path,” as used herein, is a communication path that is not restricted to a particular direction. For example, and without limitation, data may be transmitted upward, downward, laterally, and the like thereof. In an embodiment, and without limitation, the plurality of flight controllers may include one or more neural networks that assign a weighted value to a transmitted datum. For example, and without limitation, a weighted value may be assigned as a function of one or more signals denoting that a flight component is malfunctioning and / or in a failure state.

[0152] Still referring to FIG. 17, the plurality of flight controllers may include a master bus controller. As used in this disclosure a “master bus controller” is one or more devices and / or components that are connected to a bus to initiate a direct memory access transaction, wherein a bus is one or more terminals in a bus architecture. Master bus controller may communicate using synchronous and / or asynchronous bus control protocols. In an embodiment, master bus controller may include flight controller 1704. In another embodiment, master bus controller may include one or more universal asynchronous receiver-transmitters (UART). For example, and without limitation, master bus controller may include one or more bus architectures that allow a bus to initiate a direct memory access transaction from one or more buses in the bus architectures. As a further non- limiting example, master bus controller may include one or more peripheral devices and / or components to communicate with another peripheral device and / or component and / or the master bus controller. In an embodiment, master bus controller may be configured to perform bus arbitration. As used in this disclosure “bus arbitration” is method and / or scheme to prevent multiple buses from attempting to communicate with and / or connect to master bus controller. For example and without limitation, bus arbitration may include one or more schemes such as a small computer interface system, wherein a small computer interface system is a set of standards for physical connecting and transferring data between peripheral devices and master bus controller by defining commands, protocols, electrical, optical, and / or logical interfaces. In an embodiment, master bus controller may receive intermediate representation 1712 and / or output language from logic component 1720, wherein output language may include one or more analog-to-digital conversions, low bit rate transmissions, message encryptions, digital signals, binary signals, logic signals, analog signals, and the like thereof described above in detail.

[0153] Still referring to FIG. 17, master bus controller may communicate with a slave bus. As used in this disclosure a “slave bus” is one or more peripheral devices and / or components that initiate a bus transfer. For example, and without limitation, slave bus may receive one or more controls and / or asymmetric communications from master bus controller, wherein slave bus transfers data stored to master bus controller. In an embodiment, and without limitation, slave bus may include one or more internal buses, such as but not limited to a / an internal data bus, memory bus, system bus, front-side bus, and the like thereof. In another embodiment, and without limitation, slave bus may include one or more external buses such as external flight controllers, external computers, remote devices, printers, aircraft computer systems, flight control systems, and the like thereof. In an embodiment, and still referring to FIG. 17, control algorithm may optimize signal communication as a function of determining one or more discrete timings. For example, and without limitation master bus controller may synchronize timing of the segmented control algorithm by injecting high priority timing signals on a bus of the master bus control. As used in this disclosure a “high priority timing signal” is information denoting that the information is important. For example, and without limitation, high priority timing signal may denote that a section of control algorithm is of high priority and should be analyzed and / or transmitted prior to any other sections being analyzed and / or transmitted. In an embodiment, high priority timing signal may include one or more priority packets. As used in this disclosure a “priority packet” is a formatted unit of data that is communicated between the plurality of flight controllers. For example, and without limitation, priority packet may denote that a section of control algorithm should be used and / or is of greater priority than other sections.

[0154] Still referring to FIG. 17, flight controller 1704 may also be implemented using a “shared nothing” architecture in which data is cached at the worker, in an embodiment, this may enable scalability of aircraft and / or computing device. Flight controller 1704 may include a distributer flight controller. As used in this disclosure a “distributer flight controller” is a component that adjusts and / or controls a plurality of flight components as a function of a plurality of flight controllers. For example, distributer flight controller may include a flight controller that communicates with a plurality of additional flight controllers and / or clusters of flight controllers.

[0155] Still referring to FIG. 17, flight controller may include a sub-controller 1740. As used in this disclosure a “sub-controller” is a controller and / or component that is part of a distributed controller as described above; for instance, flight controller 1704 may be and / or include a distributed flight controller made up of one or more sub-controllers. For example, and without limitation, sub- controller 1740 may include any controllers and / or components thereof that are similar to distributed flight controller and / or flight controller as described above. Sub-controller 1740 may include any component of any flight controller as described above. Sub-controller 1740 may be implemented in any manner suitable for implementation of a flight controller as described above. As a further non- limiting example, sub-controller 1740 may include one or more processors, logic components and / or computing devices capable of receiving, processing, and / or transmitting data across the distributed flight controller as described above. As a further non-limiting example, sub-controller 1740 may include a controller that receives a signal from a first flight controller and / or first distributed flight controller component and transmits the signal to a plurality of additional sub-controllers and / or flight components.

[0156] Still referring to FIG. 17, flight controller may include a co-controller 1744. As used in this disclosure a “co-controller” is a controller and / or component that joins flight controller 1704 as components and / or nodes of a distributer flight controller as described above. For example, and without limitation, co-controller 1744 may include one or more controllers and / or components that are similar to flight controller 1704. As a further non-limiting example, cocontroller 1744 may include any controller and / or component that joins flight controller 1704 to distributer flight controller. As a further non-limiting example, co-controller 1744 may include one or more processors, logic components and / or computing devices capable of receiving, processing, and / or transmitting data to and / or from flight controller 1704 to distributed flight control system. Co-controller 1744 may include any component of any flight controller as described above. Co-controller 1744 may be implemented in any manner suitable for implementation of a flight controller as described above.

[0157] In an embodiment, and with continued reference to FIG. 17, flight controller 1704 may be designed and / or configured to perform any method, method step, or sequence of method steps in any embodiment described in this disclosure, in any order and with any degree of repetition. For instance, flight controller 1704 may be configured to perform a single step or sequence repeatedly until a desired or commanded outcome is achieved; repetition of a step or a sequence of steps may be performed iteratively and / or recursively using outputs of previous repetitions as inputs to subsequent repetitions, aggregating inputs and / or outputs of repetitions to produce an aggregate result, reduction or decrement of one or more variables such as global variables, and / or division of a larger processing task into a set of iteratively addressed smaller processing tasks. Flight controller may perform any step or sequence of steps as described in this disclosure in parallel, such as simultaneously and / or substantially simultaneously performing a step two or more times using two or more parallel threads, processor cores, or the like; division of tasks between parallel threads and / or processes may be performed according to any protocol suitable for division of tasks between iterations. Persons skilled in the art, upon reviewing the entirety of this disclosure, will be aware of various ways in which steps, sequences of steps, processing tasks, and / or data may be subdivided, shared, or otherwise dealt with using iteration, recursion, and / or parallel processing.

[0158] Referring now to FIG. 18, a method 1800 of use for a blended wing body aircraft with a fuel cell is illustrated by way of a flow diagram. At step 1805, method 1800 may include storing a first fuel, using at least a first fuel store. First fuel may include any fuel described in this disclosure, for example with reference to FIGS. 1 - 17. First fuel store may include any fuel store described in this disclosure, for example with reference to FIGS. 1 - 17. In some embodiments, first fuel may include one or more of liquid hydrogen and natural gas. In some embodiments, first fuel store may be at least partially located within a transitional portion of blended wing body. In some embodiments, first fuel store may include at least a fuel environment control mitigation.

[0159] With continued reference to FIG. 18, at step 1810, method 1800 may include combining first fuel with an oxidizing agent to produce electricity, using at least a fuel cell. Fuel cell may include any fuel cell described in this disclosure, for example with reference to FIGS. 1 - 17. Oxidizing agent may include any oxidizing agent, such as without limitation oxygen, described in this disclosure, for example with reference to FIGS. 1 - 17.

[0160] With continued reference to FIG. 18, at step 1815, method 1800 may include storing a second fuel store, using at least a second fuel store located within a wing portion of the blended wing body. At least a second fuel store may include any fuel store described in this disclosure, including with reference to FIGS. 1 - 17. In some embodiments, second fuel may include one or more of a gasoline based fuel and a kerosene based fuel.

[0161] With continued reference to FIG. 18, at step 1820, method 1800 may include propelling aircraft, using at least a propulsor mechanically affixed to the aircraft, wherein the aircraft has a blended wing body. Propulsor may include any propulsor described in this disclosure, for example with reference to FIGS. 1 - 17. Blended wing body may include any blended wing body described in this disclosure, for example with reference to FIGS. 1 - 17.

[0162] Still referring to FIG. 18, in some embodiments, method 1800 may additionally include burning, using at least a combustion engine of at least a propulsor, second fuel, and producing, using the at least a combustion engine, mechanical work which is used to power the at least a propulsor. Combustion engine may include any combustion engine described in this disclosure, for example with reference to FIGS. 1 - 17. Still referring to FIG. 18, in some embodiments, method 1800 may additionally include powering, using at least a fuel cell, at least an electric motor of at least a propulsor, operatively connected with the at least a fuel cell. Electric motor may include any electric motor described in this disclosure, for example with reference to FIGS. 1 - 17.

[0163] Still referring to FIG. 18, in some embodiments, method 1800 may additionally include burning, using at least a combustion engine of at least a propulsor, second fuel; producing, using the at least a combustion engine, mechanical work which is used to power the at least a propulsor; and powering, using at least a fuel cell, at least an electric motor of the at least a propulsor, operatively connected with the at least a fuel cell.

[0164] Still referring to FIG. 18, in some embodiments, method 1800 may additionally include powering, using at least a fuel cell, an auxiliary power system operatively connected with the at least a fuel cell. Auxiliary power system may include any auxiliary power system described in this disclosure, for example with reference to FIGS. 1 - 17. In some cases, method 1800 may further include powering, using auxiliary power system, one or more of an avionic system, a flight control system, an environmental control system, and anti-ice system, a lighting system, a fuel system, a braking system, and a landing gear system.

[0165] Still referring to FIG. 18, in some embodiments, method 1800 may additionally include storing, using a second fuel store, a second fuel, burning, using at least a combustion engine of at least a propulsor, the second fuel, and producing, using the at least a combustion engine, mechanical work which is used to power the at least a propulsor. Second fuel may include any fuel described in this disclosure, for example with reference to FIGS. 1 - 17.

[0166] Referring now to FIG. 19, a flow diagram of an exemplary method 1900 of use of an aircraft with a fuel cell is illustrated. Method 1900 includes a step 1905 of storing, using at least a first fuel store located within the aircraft, a first fuel. This may be implemented with respect to FIGS. 1 - 18.

[0167] With continued reference to FIG. 19, method 1900 includes a step 1910 of combining, using at least a fuel cell, a first fuel with oxygen to produce electricity. In some embodiments, method 1900 may further include powering, using the at least a fuel cell, at least an electric motor of the at least a propulsor, wherein the at least an electric motor is operatively connected with the at least a fuel cell. In some embodiments, method 1900 may further include powering, using the at least a fuel cell, an auxiliary power system of the at least a flight component, wherein the auxiliary power system is operatively connected with the at least a fuel cell. These may be implemented with respect to FIGS. 1 - 18.

[0168] With continued reference to FIG. 19, method 1900 includes a step 1915 of storing, using at least a second fuel store located within an aircraft, a second fuel. In some embodiments, method 1900 may further include locating the at least a first fuel store within a transitional portion area of a blended wing body of the aircraft and the at least a second fuel store within a wing portion of the blended wing body of the aircraft. These may be implemented with respect to FIGS. 1 - 18.

[0169] With continued reference to FIG. 19, method 1900 includes a step 1920 of propelling, using at least a flight component mechanically affixed to an aircraft, the aircraft. In some embodiments, method 1900 may further include generating, using a computing device of the aircraft, a flight command as a function of sensor data, wherein the flight command is configured to control the at least a flight component to perform the first flight mode and the second flight mode. In some embodiments, method 1900 may further include controlling, using the computing device of the aircraft, which of the at least a first fuel store and the at least a second fuel store is being drawn from as a function of the first flight mode and the second flight mode. In some embodiments, method 1900 may further include generating, using the computing device of the aircraft, the flight command as a function of a pilot input. In some embodiments, the at least a flight component may include at least a propulsor, wherein the at least a propulsor comprises at least a combustion engine that burns the second fuel and produces mechanical work which is used to power the at least a propulsor. These may be implemented with respect to FIGS. 1 - 18.

[0170] With continued reference to FIG. 19, method 1900 includes a step 1925 of consuming the first fuel of the at least a first fuel store during the first flight mode of the aircraft. This may be implemented with respect to FIGS. 1 - 18.

[0171] With continued reference to FIG. 19, method 1900 includes a step 1930 of consuming the second fuel of the at least a first second store during the second flight mode of the aircraft. In some embodiments, the first flight mode may include a first portion of a flight time of the aircraft and the second flight mode may include a second portion of a flight time of the aircraft. In some embodiments, the first flight mode may include a takeoff and landing of the aircraft and the second flight mode may include a cruising of the aircraft. These may be implemented with respect to FIGS. 1 - 18.

[0172] Now referring to FIG. 20, a flow diagram for a method 2000 of method of use for fueling an aircraft. At step 2005, method 2000 includes storing liquified gas fuel using a fuel tank. Fuel tank may include any fuel tank, as described above in reference to FIGS. 1-19. Liquified gas fuel may include any liquified gas fuel, as described above in reference to FIGS. 1-19.

[0173] With continued reference to FIG. 20, at step 2010, method 2000 includes fueling an aircraft using a fuel line. Fuel line may include any fuel line, as described above in reference to FIGS. 1-19. Fueling an aircraft may also include filling fuel tank with liquified gas fuel to a desired level, wherein a desired level comprises fuel for a plurality of flights plus reserves and removing the fuel line as function of the fuel level in the aircraft. Filling the fuel tank may occur as described above in reference to FIGS. 1-19.

[0174] With continued reference to FIG. 20, at step 2015 method 2000 includes venting the fuel tank, using a vent line in fluid connection to the fuel tank, as described above in reference to FIGS. 1-19. Vent line may include any vent line, as described above in reference to FIGS. 1-19.

[0175] With continued reference to FIG. 20, at step 2020 method 2000 includes preparing the fuel tank for flight as a function of a desired level, as described above in reference to FIGS. 1-19.

[0176] With continued reference to FIG. 20, at step 2025 method 2000 includes flying, using the aircraft, a plurality of flights using the liquid gas fuel, as described above in reference to FIGS. 1-19. Plurality of flights may include any plurality of flights, as described above in reference to FIGS. 1-19. Plurality of flights may include flights to and / or from airports different from that which fuels the aircraft. In some cases, flights may include commercial airline flights. In some cases, plurality of flights may originate and terminate at same airport, where aircraft is fueled.

[0177] With continued reference to FIG. 20, the aircraft may include a blended wing body aircraft. The fuel tank may be configured to have a multi-lobe geometry. The fuel tank may include a septum. Additionally, the multi-lobe geometry may provide tension for each container of the multi-lobe geometry. The fill data may include the amount of fuel necessary for the flight. A flight preparation may be engaged as a function of a flight status. A vent line may be configured to capture gaseous hydrogen from the fuel tank. The vent line may be configured to release pressure from the fuel tank. The aircraft may be configured to engage in flight using liquified gas fuel. It is to be noted that any one or more of the aspects and embodiments described herein may be conveniently implemented using one or more machines (e.g., one or more computing devices that are utilized as a user computing device for an electronic document, one or more server devices, such as a document server, etc.) programmed according to the teachings of the present specification, as will be apparent to those of ordinary skill in the computer art. Appropriate software coding can readily be prepared by skilled programmers based on the teachings of the present disclosure, as will be apparent to those of ordinary skill in the software art. Aspects and implementations discussed above employing software and / or software modules may also include appropriate hardware for assisting in the implementation of the machine executable instructions of the software and / or software module.

[0178] Such software may be a computer program product that employs a machine-readable storage medium. A machine-readable storage medium may be any medium that is capable of storing and / or encoding a sequence of instructions for execution by a machine (e.g., a computing device) and that causes the machine to perform any one of the methodologies and / or embodiments described herein. Examples of a machine-readable storage medium include, but are not limited to, a magnetic disk, an optical disc (e.g., CD, CD-R, DVD, DVD-R, etc.), a magnetooptical disk, a read-only memory “ROM” device, a random-access memory “RAM” device, a magnetic card, an optical card, a solid-state memory device, an EPROM, an EEPROM, and any combinations thereof. A machine-readable medium, as used herein, is intended to include a single medium as well as a collection of physically separate media, such as, for example, a collection of compact discs or one or more hard disk drives in combination with a computer memory. As used herein, a machine-readable storage medium does not include transitory forms of signal transmission.

[0179] Such software may also include information (e.g., data) carried as a data signal on a data carrier, such as a carrier wave. For example, machine-executable information may be included as a data-carrying signal embodied in a data carrier in which the signal encodes a sequence of instruction, or portion thereof, for execution by a machine (e.g., a computing device) and any related information (e.g., data structures and data) that causes the machine to perform any one of the methodologies and / or embodiments described herein.

[0180] Examples of a computing device include, but are not limited to, an electronic book reading device, a computer workstation, a terminal computer, a server computer, a handheld device (e.g., a tablet computer, a smartphone, etc.), a web appliance, a network router, a network switch, a network bridge, any machine capable of executing a sequence of instructions that specify an action to be taken by that machine, and any combinations thereof. In one example, a computing device may include and / or be included in a kiosk.

[0181] FIG. 21 shows a diagrammatic representation of one embodiment of a computing device in the exemplary form of a computer system 2100 within which a set of instructions for causing a control system to perform any one or more of the aspects and / or methodologies of the present disclosure may be executed. It is also contemplated that multiple computing devices may be utilized to implement a specially configured set of instructions for causing one or more of the devices to perform any one or more of the aspects and / or methodologies of the present disclosure. Computer system 2100 includes a processor 2104 and a memory 2108 that communicate with each other, and with other components, via a bus 2112. Bus 2112 may include any of several types of bus structures including, but not limited to, a memory bus, a memory controller, a peripheral bus, a local bus, and any combinations thereof, using any of a variety of bus architectures.

[0182] Processor 2104 may include any suitable processor, such as without limitation a processor incorporating logical circuitry for performing arithmetic and logical operations, such as an arithmetic and logic unit (ALU), which may be regulated with a state machine and directed by operational inputs from memory and / or sensors; processor 2104 may be organized according to Von Neumann and / or Harvard architecture as a non-limiting example. Processor 2104 may include, incorporate, and / or be incorporated in, without limitation, a microcontroller, microprocessor, digital signal processor (DSP), Field Programmable Gate Array (FPGA), Complex Programmable Logic Device (CPLD), Graphical Processing Unit (GPU), general purpose GPU, Tensor Processing Unit (TPU), analog or mixed signal processor, Trusted Platform Module (TPM), a floating-point unit (FPU), and / or system on a chip (SoC).

[0183] Memory 2108 may include various components (e.g., machine-readable media) including, but not limited to, a random-access memory component, a read only component, and any combinations thereof. In one example, a basic input / output system 2116 (BIOS), including basic routines that help to transfer information between elements within computer system 2100, such as during start-up, may be stored in memory 2108. Memory 2108 may also include (e.g., stored on one or more machine-readable media) instructions (e.g., software) 2120 embodying any one or more of the aspects and / or methodologies of the present disclosure. In another example, memory 2108 may further include any number of program modules including, but not limited to, an operating system, one or more application programs, other program modules, program data, and any combinations thereof.

[0184] Computer system 2100 may also include a storage device 2124. Examples of a storage device (e.g, storage device 2124) include, but are not limited to, a hard disk drive, a magnetic disk drive, an optical disc drive in combination with an optical medium, a solid-state memory device, and any combinations thereof. Storage device 2124 may be connected to bus 2112 by an appropriate interface (not shown). Example interfaces include, but are not limited to, SCSI, advanced technology attachment (ATA), serial ATA, universal serial bus (USB), IEEE 1394 (FIREWIRE), and any combinations thereof. In one example, storage device 2124 (or one or more components thereof) may be removably interfaced with computer system 2100 (e.g, via an external port connector (not shown)). Particularly, storage device 2124 and an associated machine-readable medium 2128 may provide nonvolatile and / or volatile storage of machine- readable instructions, data structures, program modules, and / or other data for computer system 2100. In one example, software 2120 may reside, completely or partially, within machine- readable medium 2128. In another example, software 2120 may reside, completely or partially, within processor 2104.

[0185] Computer system 2100 may also include an input device 2132. In one example, a user of computer system 2100 may enter commands and / or other information into computer system 2100 via input device 2132. Examples of an input device 2132 include, but are not limited to, an alpha-numeric input device (e.g, a keyboard), a pointing device, a joystick, a gamepad, an audio input device (e.g, a microphone, a voice response system, etc.), a cursor control device (e.g., a mouse), a touchpad, an optical scanner, a video capture device (e.g., a still camera, a video camera), a touchscreen, and any combinations thereof. Input device 2132 may be interfaced to bus 2112 via any of a variety of interfaces (not shown) including, but not limited to, a serial interface, a parallel interface, a game port, a USB interface, a FIREWIRE interface, a direct interface to bus 2112, and any combinations thereof. Input device 2132 may include a touch screen interface that may be a part of or separate from display 2136, discussed further below. Input device 2132 may be utilized as a user selection device for selecting one or more graphical representations in a graphical interface as described above. A user may also input commands and / or other information to computer system 2100 via storage device 2124 (e.g., a removable disk drive, a flash drive, etc.) and / or network interface device 2140. A network interface device, such as network interface device 2140, may be utilized for connecting computer system 2100 to one or more of a variety of networks, such as network 2144, and one or more remote devices 2148 connected thereto. Examples of a network interface device include, but are not limited to, a network interface card (e.g., a mobile network interface card, a LAN card), a modem, and any combination thereof. Examples of a network include, but are not limited to, a wide area network (e.g., the Internet, an enterprise network), a local area network e.g., a network associated with an office, a building, a campus or other relatively small geographic space), a telephone network, a data network associated with a telephone / voice provider (e.g., a mobile communications provider data and / or voice network), a direct connection between two computing devices, and any combinations thereof. A network, such as network 2144, may employ a wired and / or a wireless mode of communication. In general, any network topology may be used. Information (e.g., data, software 2120, etc.) may be communicated to and / or from computer system 2100 via network interface device 2140.

[0186] Computer system 2100 may further include a video display adapter 2152 for communicating a displayable image to a display device, such as display device 2136. Examples of a display device include, but are not limited to, a liquid crystal display (LCD), a cathode ray tube (CRT), a plasma display, a light emitting diode (LED) display, and any combinations thereof. Display adapter 2152 and display device 2136 may be utilized in combination with processor 2104 to provide graphical representations of aspects of the present disclosure. In addition to a display device, computer system 2100 may include one or more other peripheral output devices including, but not limited to, an audio speaker, a printer, and any combinations thereof. Such peripheral output devices may be connected to bus 2112 via a peripheral interface 2156. Examples of a peripheral interface include, but are not limited to, a serial port, a USB connection, a FIREWIRE connection, a parallel connection, and any combinations thereof.

[0187] The foregoing has been a detailed description of illustrative embodiments of the invention. Various modifications and additions can be made without departing from the spirit and scope of this invention. Features of each of the various embodiments described above may be combined with features of other described embodiments as appropriate in order to provide a multiplicity of feature combinations in associated new embodiments. Furthermore, while the foregoing describes a number of separate embodiments, what has been described herein is merely illustrative of the application of the principles of the present invention. Additionally, although particular methods herein may be illustrated and / or described as being performed in a specific order, the ordering is highly variable within ordinary skill to achieve methods, systems, and software according to the present disclosure. Accordingly, this description is meant to be taken only by way of example, and not to otherwise limit the scope of this invention.

[0188] Exemplary embodiments have been disclosed above and illustrated in the accompanying drawings. It will be understood by those skilled in the art that various changes, omissions, and additions may be made to that which is specifically disclosed herein without departing from the spirit and scope of the present invention.

[0189] In the descriptions above and in the claims, phrases such as “at least one of’ or “one or more of’ may occur followed by a conjunctive list of elements or features. The term “and / or” may also occur in a list of two or more elements or features. Unless otherwise implicitly or explicitly contradicted by the context in which it is used, such a phrase is intended to mean any of the listed elements or features individually or any of the recited elements or features in combination with any of the other recited elements or features. For example, the phrases “at least one of A and B;” “one or more of A and B;” and “A and / or B” are each intended to mean “A alone, B alone, or A and B together.” A similar interpretation is also intended for lists including three or more items. For example, the phrases “at least one of A, B, and C;” “one or more of A, B, and C;” and “A, B, and / or C” are each intended to mean “A alone, B alone, C alone, A and B together, A and C together, B and C together, or A and B and C together.” In addition, use of the term “based on,” above and in the claims is intended to mean, “based at least in part on,” such that an unrecited feature or element is also permissible.

[0190] The subject matter described herein can be embodied in systems, apparatus, methods, and / or articles depending on the desired configuration. The implementations set forth in the foregoing description do not represent all implementations consistent with the subject matter described herein. Instead, they are merely some examples consistent with aspects related to the described subject matter. Although a few variations have been described in detail above, other modifications or additions are possible. In particular, further features and / or variations can be provided in addition to those set forth herein. For example, the implementations described above can be directed to various combinations and sub-combinations of the disclosed features and / or combinations and sub-combinations of several further features disclosed above. In addition, the logic flows depicted in the accompanying figures and / or described herein do not necessarily require the particular order shown, or sequential order, to achieve desirable results. Other implementations may be within the scope of the following claims.

Claims

WHAT IS CLAIMED IS:

1. An aircraft with a fuel cell, the aircraft comprising: at least a first fuel store located within the aircraft and configured to store a first fuel, wherein the first fuel of the at least a first fuel store is configured to be consumed during a first flight mode of the aircraft; at least a fuel cell configured to combine the first fuel with oxygen to produce electricity; at least a second fuel store located within the aircraft and configured to store a second fuel, wherein the second fuel of the at least a second fuel store is configured to be consumed during a second flight mode of the aircraft; and at least a flight component mechanically affixed to the aircraft and configured to propel the aircraft.

2. The aircraft of claim 1, further comprising: a blended wing body, wherein the at least a first fuel store is located within a transitional portion area of the blended wing body and the at least a second fuel store is located within a wing portion of the blended wing body.

3. The aircraft of claim 1, further comprising: a computing device, wherein the computing device is configured to generate a flight command as a function of sensor data, wherein the flight command is configured to control the at least a flight component to perform the first flight mode and the second flight mode.

4. The aircraft of claim 3, wherein the computing device is further configured to control which of the at least a first fuel store and the at least a second fuel store is being drawn from as a function of the first flight mode and the second flight mode.

5. The aircraft of claim 3, wherein the computing device is further configured to generate the flight command as a function of a pilot input.

6. The aircraft of claim 1, wherein the at least a flight component comprises at least a propulsor, wherein the at least a propulsor comprises at least a combustion engine that burns the second fuel and produces mechanical work which is used to power the at least a propulsor.

7. The aircraft of claim 6, wherein the at least a propulsor comprises at least an electric motor operatively connected with the at least a fuel cell, wherein the at least a fuel cell is configured to power the at least an electric motor.

8. The aircraft of claim 1, wherein the at least a flight component comprises an auxiliary power system operatively connected with the at least a fuel cell, wherein the at least a fuel cell is configured to power the auxiliary power system.

9. The aircraft of claim 1, wherein: the first flight mode comprises a first portion of a flight time of the aircraft; and the second flight mode comprises a second portion of a flight time of the aircraft.

10. The aircraft of claim 1, wherein: the first flight mode comprises a takeoff and landing of the aircraft; and the second flight mode comprises a cruising of the aircraft.

11. A method of use of an aircraft with a fuel cell, the method comprising: storing, using at least a first fuel store located within the aircraft, a first fuel; combining, using at least a fuel cell, the first fuel with oxygen to produce electricity; storing, using at least a second fuel store located within the aircraft, a second fuel; propelling, using at least a flight component mechanically affixed to the aircraft, the aircraft; consuming the first fuel of the at least a first fuel store during a first flight mode of the aircraft; and consuming the second fuel of the at least a first second store during the second flight mode of the aircraft.

12. The method of claim 11, further comprising: locating the at least a first fuel store within a transitional portion area of a blended wing body of the aircraft and the at least a second fuel store within a wing portion of the blended wing body of the aircraft.

13. The method of claim 11, further comprising: generating, using a computing device of the aircraft, a flight command as a function of sensor data, wherein the flight command is configured to control the at least a flight component to perform the first flight mode and the second flight mode.

14. The method of claim 13, further comprising:controlling, using the computing device of the aircraft, which of the at least a first fuel store and the at least a second fuel store is being drawn from as a function of the first flight mode and the second flight mode.

15. The method of claim 13, further comprising: generating, using the computing device of the aircraft, the flight command as a function of a pilot input.

16. The method of claim 11, wherein the at least a flight component comprises at least a propulsor, wherein the at least a propulsor comprises at least a combustion engine that burns the second fuel and produces mechanical work which is used to power the at least a propulsor.

17. The method of claim 16, further comprising: powering, using the at least a fuel cell, at least an electric motor of the at least a propulsor, wherein the at least an electric motor is operatively connected with the at least a fuel cell.

18. The method of claim 11, further comprising: powering, using the at least a fuel cell, an auxiliary power system of the at least a flight component, wherein the auxiliary power system is operatively connected with the at least a fuel cell.

19. The method of claim 11, wherein: the first flight mode comprises a first portion of a flight time of the aircraft; and the second flight mode comprises a second portion of a flight time of the aircraft.

20. The method of claim 11, wherein: the first flight mode comprises a takeoff and landing of the aircraft; and the second flight mode comprises a cruising of the aircraft.

21. A blended wing body aircraft with a fuel cell, the aircraft comprising: a blended wing body; at least a first fuel store located within the blended wing body and configured to store a first fuel; at least a fuel cell configured to combine the first fuel with oxygen to produce electricity; at least a second fuel store located within the blended wing body and configured to store a second fuel; andat least a propulsor mechanically affixed to the aircraft and configured to propel the blended wing body aircraft.

22. The aircraft of claim 21, wherein the first fuel comprises one or more of liquid hydrogen and natural gas.

23. The aircraft of claim 21, wherein the second fuel comprises one or more of a kerosene based fuel and a gasoline based fuel.

24. The aircraft of claim 21, wherein the at least a propulsor comprises at least a combustion engine that burns the second fuel and produces mechanical work which is used to power the at least a propulsor.

25. The aircraft of claim 21, wherein the at least a propulsor comprises at least an electric motor operatively connected with the at least a fuel cell; and wherein the at least a fuel cell is configured to power the at least an electric motor.

26. The aircraft of claim 21, wherein the at least a propulsor comprises: at least a combustion engine that burns the second fuel and produces mechanical work which is used to power the at least a propulsor; and at least an electric motor operatively connected with the at least a fuel cell; and wherein the at least a fuel cell is configured to power the at least an electric motor.

27. The aircraft of claim 21, further comprising: an auxiliary power system operatively connected with the at least a fuel cell; and wherein the at least a fuel cell is configured to power the auxiliary power system.

28. The aircraft of claim 27, wherein the auxiliary power system is configured to power one or more of an avionic system, a flight control system, an environmental control system, an anti-ice system, a lighting system, a fuel system, a braking system, and a landing gear system.

29. The aircraft of claim 27, wherein the at least a propulsor comprises a combustion engine and the auxiliary power system is further configured to start the combustion engine.

30. The aircraft of claim 21, wherein the at least a first fuel store is located within a transitional portion area of the blended wing body and the at least a second fuel store is located within a wing portion of the blended wing body.

31. A method of use of a blended wing body aircraft with a fuel cell, the method comprising:storing a first fuel, using at least a first fuel store located within a blended wing body of the blended wing body aircraft; combining the first fuel with oxygen to produce electricity, using at least a fuel cell; storing a second fuel, using at least a second fuel store located within the blended wing body; and propelling the aircraft, using at least a propulsor mechanically affixed to the blended wing body aircraft.

32. The method of claim 31, wherein the first fuel comprises one or more of liquid hydrogen and natural gas.

33. The method of claim 31, wherein the second fuel comprises one or more of a kerosene based fuel and a gasoline based fuel.

34. The method of claim 31, further comprising: burning, using at least a combustion engine of the at least a propulsor, the second fuel; and producing, using the at least a combustion engine, mechanical work which is used to power the at least a propulsor.

35. The method of claim 31, further comprising: powering, using the at least a fuel cell, at least an electric motor of the at least a propulsor, operatively connected with the at least a fuel cell.

36. The method of claim 31, further comprising: burning, using at least a combustion engine of the at least a propulsor, the second fuel; producing, using the at least a combustion engine, mechanical work which is used to power the at least a propulsor; and powering, using the at least a fuel cell, at least an electric motor of the at least a propulsor, operatively connected with the at least a fuel cell.

37. The method of claim 31, further comprising: powering, using the at least a fuel cell, an auxiliary power system operatively connected with the at least a fuel cell.

38. The method of claim 37, further comprising:powering, using the auxiliary power system, one or more of an avionic system, a flight control system, an environmental control system, and anti-ice system, a lighting system, a fuel system, a braking system, and a landing gear system.

39. The method of claim 37, further comprising: starting, using the auxiliary power system, a combustion engine of the at least a propul sor.

40. The method of claim 31, wherein the at least a first fuel store is located within a transitional portion area of the blended wing body and the at least a second fuel store is located within a wing portion of the blended wing body.

41. A blended wing body aircraft with a fuel cell, the aircraft comprising: a blended wing body aircraft; at least a first fuel store located within a transitional portion of the blended wing body aircraft and configured to store a first fuel, wherein the at least a first fuel store comprises a fuel environment mitigation configured to regulate a temperature and pressure of the first fuel, wherein the fuel environment mitigation comprises an insulation, wherein the insulation comprises a vacuum chamber disposed between an inner wall of the at least a first fuel store and an outer wall of the at least a first fuel store, and a pressure vessel wherein the pressure vessel is further configured to control fuel pressure; at least a fuel cell configured to combine the first fuel with oxygen to produce electricity; at least a second fuel store located within the blended wing body aircraft and configured to store a second fuel wherein the at least a second fuel store comprises a second environment mitigation configured to regulate the temperature and pressure of the second fuel, wherein the second fuel environment mitigation comprises a second insulation, wherein the second insulation comprises a second vacuum chamber disposed between an inner wall of the at least a second fuel store and an outer wall of the at least a second fuel store, and a second pressure vessel wherein the second pressure vessel is further configured to control a second fuel pressure; an auxiliary power system operatively connected with the at least a fuel cell, wherein the at least a fuel cell is configured to power the auxiliary power system, wherein theauxiliary power system is configured to power an anti -ice system and a braking system while in flight; at least a propulsor mechanically affixed to an upper aft surface of the blended wing body aircraft and configured to propel the blended wing body aircraft; and at least a nacelle configured to encapsulate the at least a propulsor.

42. The aircraft of claim 41, wherein the first fuel comprises one or more of liquid hydrogen and natural gas.

43. The aircraft of claim 41, wherein the second fuel comprises one or more of a kerosene based fuel and a gasoline based fuel.

44. The aircraft of claim 41, wherein the at least a propulsor comprises at least a combustion engine that burns the second fuel and produces mechanical work which is used to power the at least a propulsor.

45. The aircraft of claim 41, wherein the at least a propulsor comprises at least an electric motor operatively connected with the at least a fuel cell, and wherein the at least a fuel cell is configured to power the at least an electric motor.

46. The aircraft of claim 41, wherein the at least a propulsor comprises: at least a combustion engine that burns the second fuel and produces mechanical work which is used to power the at least a propulsor; and at least an electric motor operatively connected with the at least a fuel cell; and wherein the at least a fuel cell is configured to power the at least an electric motor.

47. The aircraft of claim 41, wherein the auxiliary power system is configured to power one or more of an avionic system, a flight control system, an environmental control system, a lighting system, a fuel system, a braking system, and a landing gear system.

48. The aircraft of claim 41, wherein the at least a propulsor comprises a combustion engine and the auxiliary power system is further configured to start the combustion engine.

49. The aircraft of claim 41, wherein the at least a second fuel store is located within a wing portion of the blended wing body.

50. A method of use of a blended wing body aircraft with a fuel cell, the method comprising: storing a first fuel, using at least a first fuel store located within a transitional portion of a blended wing body of the blended wing body aircraft, wherein the at least a first fuel store comprises a fuel environment mitigation configured to regulate atemperature and pressure of the first fuel, wherein the fuel environment mitigation comprises an insulation, wherein the insulation comprises a vacuum chamber disposed between an inner wall of the at least a first fuel store and an outer wall of the at least a first fuel store, and a pressure vessel wherein the pressure vessel is further configured to control fuel pressure; combining the first fuel with oxygen to produce electricity, using at least a fuel cell; storing a second fuel, using at least a second fuel store located within the blended wing body, wherein the at least a second fuel store comprises a second environment mitigation configured to regulate the temperature of the second fuel, wherein the second fuel environment mitigation comprises a second insulation, wherein the second insulation comprises a second vacuum chamber disposed between an inner wall of the at least a second fuel store and an outer wall of the at least a second fuel store, and a second pressure vessel wherein the second pressure vessel is further configured to control a second fuel pressure; powering, using the at least a fuel cell, an auxiliary power system operatively connected with the at least a fuel cell, wherein the auxiliary power system is configured to power an anti-ice system and a braking system while in flight; and propelling the blended wing body aircraft, using at least a propulsor mechanically affixed to an upper aft surface the blended wing body aircraft, wherein the at least a propulsor is encapsulated by at least a nacelle.

51. The method of claim 50, wherein the first fuel comprises one or more of liquid hydrogen and natural gas.

52. The method of claim 50, wherein the second fuel comprises one or more of a kerosene based fuel and a gasoline based fuel.

53. The method of claim 50, further comprising: burning, using at least a combustion engine of the at least a propulsor, the second fuel; and producing, using the at least a combustion engine, mechanical work which is used to power the at least a propulsor.

54. The method of claim 50, further comprising:powering, using the at least a fuel cell, at least an electric motor of the at least a propulsor, operatively connected with the at least a fuel cell.

55. The method of claim 50, further comprising: burning, using at least a combustion engine of the at least a propulsor, the second fuel; producing, using the at least a combustion engine, mechanical work which is used to power the at least a propulsor; and powering, using the at least a fuel cell, at least an electric motor of the at least a propulsor, operatively connected with the at least a fuel cell.

56. The method of claim 50, further comprising: powering, using the auxiliary power system, one or more of an avionic system, a flight control system, an environmental control system, a lighting system, a fuel system, a braking system, and a landing gear system.

57. The method of claim 50, further comprising: starting, using the auxiliary power system, a combustion engine of the at least a propulsor.

58. The method of claim 50, wherein the at least a second fuel store is located within a wing portion of the blended wing body.

59. A method for fueling and using an aircraft, wherein the method comprises: storing, using a fuel tank, liquid gas fuel; fueling, using a fuel line, an aircraft, wherein fueling further comprises: filling the fuel tank with liquified gas fuel to a desired level, wherein the desired level comprises fuel for a plurality of flights plus reserves; and removing the fuel line as function of the desired level in the aircraft; and preparing the fuel tank for flight as a function of the desired level; and flying, using the aircraft, a plurality of flights using the liquid gas fuel.

60. The method of claim 59, wherein the aircraft comprises a blended wing body aircraft.

61. The method of claim 59, wherein the fuel tank is configured to have a multi-lobe geometry.

62. The method of claim 61, wherein the fuel tank comprises a septum.

63. The method of claim 61, wherein the multi-lobe geometry provides tension for each container of the multi-lobe geometry.

64. The method of claim 59, wherein the fuel tank is prepared as a function of a flight status.

65. The method of claim 59, further comprising venting, using a vent line, the fuel tank, wherein the vent line is in fluid connection to the fuel tank.

66. The method of claim 65, wherein the vent line is configured to capture gaseous hydrogen from the fuel tank.

67. The method of claim 65, wherein the vent line is configured to release pressure from the fuel tank.

68. The method of claim 65, wherein the vent line comprises a pressure regulator.

69. The method of claim 65, wherein the vent line is insulated to prevent accumulation of frozen gases.

70. The method of claim 65, wherein the vent line comprises an inner wall and an outer wall wherein a void resides in between.

71. The method of claim 65, wherein the vent line further comprises a heat exchanger.

72. The method of claim 65, wherein the preparing the fuel tank for flight further comprises detaching the vent line from the fuel tank as a function of the desired level.

73. The method of claim 59, wherein the preparing of the fuel tank for flight further comprises detaching the fuel line from the fuel tank as a function of the desired level.

74. The method of claim 59, wherein the plurality of flights are further configured to: commence at a first refueling station; and terminate at a second refueling station.

75. The method of claim 59, wherein substantially no fueling occurs between the flights of the plurality of flights.

76. The method of claim 59, wherein fueling occurs over a period of time, exceeding 30 minutes.

77. The method of claim 59, wherein the fuel tank may comprise a chamber between an inner wall and an outer wall of the tank.

78. The method of claim 59, wherein the liquified gas fuel is comprised of liquid hydrogen.

79. A method for fueling and using an aircraft, wherein the method comprises: conditioning a fuel tank, wherein the fuel tank comprises a chamber between an inner wall and an outer wall of the fuel tank, wherein the chamber comprises at leastone layer of reflective foil within an insulative material, and wherein clean dry gas is pumped into the chamber to aid in insulating a liquid gas fuel; storing, using the fuel tank comprising the chamber between the inner wall and the outer wall of the fuel tank, the liquid gas fuel, wherein the chamber is configured to insulate the liquid gas fuel by prevention of condensation of humidity within the fuel tank of the aircraft; fueling, using a fuel line, the aircraft, wherein fueling further comprises: filling the fuel tank with the liquid gas fuel to a desired level, wherein the desired level comprises fuel for a plurality of flights plus reserves, wherein a sensor connected to the fuel tank detects at least abnormal phenomena related insulation of the fuel tank, wherein the sensor is configured to: detect humidity within the fuel tank; and convert the detected at least abnormal phenomena into a signal that is then transmitted to a computing device; and removing, using the computing device, the fuel line as function of the desired level in the aircraft; and preparing the fuel tank for flight as a function of the desired level; and flying, using the aircraft, a plurality of flights using the liquid gas fuel.

80. The method of claim 79, wherein the aircraft comprises a blended wing body aircraft.

81. The method of claim 79, wherein the fuel tank is configured to have a multi-lobe geometry and comprises an insulation material with a thermal conductivity less than 0.10 W / m-K.

82. The method of claim 81, wherein the fuel tank comprises a septum.

83. The method of claim 81, wherein the multi-lobe geometry provides tension for each fuel tank of the multi-lobe geometry.

84. The method of claim 79, wherein the fuel tank is prepared as a function of a fill datum.

85. The method of claim 79, further comprising venting, using a vent line, the fuel tank, wherein the vent line is in fluid connection to the fuel tank.

86. The method of claim 85, wherein the vent line is configured to capture gaseous hydrogen from the fuel tank.

87. The method of claim 85, wherein the vent line is configured to release pressure from the fuel tank.

88. The method of claim 85, wherein the vent line comprises a pressure regulator.

89. The method of claim 85, wherein the vent line is insulated to prevent accumulation of frozen gases.

90. The method of claim 85, wherein the vent line comprises an inner wall and an outer wall wherein a void resides in between.

91. The method of claim 85, wherein the vent line further comprises a heat exchanger.

92. The method of claim 85, wherein the preparing the fuel tank for flight further comprises detaching the vent line from the fuel tank as a function of the desired level.

93. The method of claim 79, wherein the preparing of the fuel tank for flight further comprises detaching the fuel line from the fuel tank as a function of the desired level.

94. The method of claim 79, wherein the plurality of flights are further configured to: commence at a first refueling station; and terminate at a second refueling station.

95. The method of claim 79, wherein no fueling occurs between the flights of the plurality of flights.

96. The method of claim 79, wherein the liquid gas fuel is comprised of liquid hydrogen.

97. A method for fueling an aircraft using a plurality of fuel tanks, the method comprising: conditioning a plurality of fuel tanks, wherein the plurality of fuel tanks comprises at least a first fuel tank and at least a second fuel tank; fueling, using at least a fuel line, the aircraft, wherein fueling further comprises: filling the at least a first fuel tank with a first fuel and the at least a second fuel tank with a second fuel to a desired level; and removing the at least a fuel line as a function of a fuel level of the aircraft; combining, using at least a fuel cell, the first fuel with oxygen to produce electricity; propelling, using at least a flight component mechanically affixed to the aircraft, the aircraft; consuming the first fuel of the at least a first fuel tank during a first flight mode of the aircraft; andconsuming the second fuel of the at least a second fuel tank during a second flight mode of the aircraft.

98. The method of claim 97, wherein the aircraft comprises a blended wing body aircraft.

99. The method of claim 97, wherein the first fuel comprises liquified hydrogen gas.

100. The method of claim 97, wherein the second fuel comprises sustainable aviation fuel(SAF).

101. The method of claim 97, wherein conditioning the plurality of fuel tank comprises pumping clean dry gas into the plurality of fuel tanks to prevent condensation and freezing of humidity against an inner wall of the at least a first fuel tank, aiding in insulating the first fuel.

102. The method of claim 97, further comprising: venting, using at least a vent line, the plurality of fuel tanks, wherein the at least a vent line is in fluid connection to the plurality of fuel tanks.

103. The method of claim 102, wherein the at least a vent line comprises a heat exchanger.

104. The method of claim 102, further comprising: detaching the at least a vent line from the plurality of fuel tanks as a function of the desired level.

105. The method of claim 97, further comprising: detecting the desired level of the aircraft as a function of a fill datum from at least a sensor.

106. The method of claim 97, wherein the plurality of fuel tank comprises a multi-lobe geometry.

107. The method of claim 97, further comprising: detaching the at least a fuel line from the plurality of fuel tanks as a function of the desired level.

108. A system for fueling an aircraft using a plurality of fuel tanks, the aircraft comprising: a plurality of fuel tanks configured to be conditioned, wherein the plurality of fuel tanks comprises: at least a first fuel store configured to store a first fuel, wherein the first fuel of the at least a first fuel store is configured to be consumed during a first flight mode of the aircraft;at least a second fuel store configured to store a second fuel, wherein the second fuel of the at least a second fuel store is configured to be consumed during a second flight mode of the aircraft; and at least a fuel cell configured to combine the first fuel with oxygen to produce electricity; at least a fuel line, wherein the at least a fuel line is configured to: fill the at least a first fuel tank with the first fuel and the at least a second fuel tank with a second fuel to a desired level; and be removed from the at least a first fuel tank and the at least a second fuel tank as a function of a fuel level of the aircraft; and at least a flight component mechanically affixed to the aircraft and configured to propel the aircraft.

109. The system of claim 108, wherein the aircraft comprises a blended wing body aircraft.

110. The system of claim 108, wherein the first fuel comprises liquified hydrogen gas.

111. The system of claim 108, wherein the second fuel comprises sustainable aviation fuel(SAF).

112. The system of claim 108, wherein conditioning the plurality of fuel tank comprises pumping clean dry gas into the plurality of fuel tanks to prevent condensation and freezing of humidity against an inner wall of the at least a first fuel tank, aiding in insulating the first fuel.

113. The system of claim 108, further comprising: at least a vent line configured to vent the plurality of fuel tanks, wherein the at least a vent line is in fluid connection to the plurality of fuel tanks.

114. The system of claim 113, wherein the at least a vent line comprises a heat exchanger.

115. The system of claim 113, wherein the at least a vent line is further configured to detach from the plurality of fuel tanks as a function of the desired level.

116. The system of claim 108, further comprising: at least a sensor, where the at least a sensor is configured to detect the desired level of the aircraft as a function of a fill datum from.

117. The system of claim 108, wherein the plurality of fuel tank comprises a multi-lobe geometry.

118. The system of claim 108, wherein the at least a fuel line is further configured to detach from the plurality of fuel tanks as a function of the desired level.

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