lets say an airplane needs to get to a certain route but doesnt have the fuel to do and it needs to store in the anti-shock bodies. Is it possible?
Yes, and there have been cases of this. Tip tanks of the period when aircraft flew already supersonic and jet engines were still very thirsty are a good example. Below you see the area-ruled tip tank of the F-5.
F-5 tip tank (picture source).
Now that @voretaq7 got me thinking, I should also mention the "Doppelreiter" fuel tanks (slipper fuel tanks) which were used on some German fighter airplanes in WW II. They were mounted above and behind the wing, and to everyones surprise they had little impact on the top speed of the airplanes, and in case of the Me-309 helped to increase it slightly. They were the first practical application of Küchemann carrots and worked much like the flap track fairings of today's airliners.
FW-190 A with Doppelreiter tanks.
Fuel is stored in fuel tanks, which typically have two requirements:
- They must be sealed so as to contain the fuel in all probable flight attitudes.
(Ideally they will keep it contained in a few improbable ones too.)
- They must have appropriate plumbing to get the fuel to the engines.
(There are some exceptions to this, but fuel in a tank you can't use is not helpful in flight.)
Anti-Shock bodies are typically not fuel tanks - they meet neither requirement as they are not watertight (fuel will just pour out of them), and there's no plumbing to get the fuel out of, or for that matter into them.
As "Exhibit A", take a look at the anti-shock bodies around the 787 flap tracks & actuators- Note that the anti-shock body is hollow, but unsealed. Any fuel (or water) in here would simply pour out the trailing edge when the flaps are extended.
In at least one case, yes!
(Image by NASA, via Stahlkocher at Wikimedia Commons.)
These antishock bodies - particularly the larger inboard ones - also served as fuel tanks, and held the aircraft's fuel-dumping apparatus. Wikipedia sums it up nicely:
One change from the 880 was the large anti-shock bodies on the upper trailing edge of the wings to increase the critical Mach and reduce transonic drag. The inboard shock bodies, which were larger, were also used for additional fuel tankage. Later during the design period, Convair modified the design to include fuel in the outboard pods as well, but during the initial test flights the extra weight caused the outboard engines to oscillate in certain conditions. The pods were redesigned once more, and shortened by 28 inches (710 mm), causing increased drag. The inner set of pods also served a secondary role as fuel dumps for the fuel tanks, and the outlet pipe is prominent.