1. CG on the MD11 is variable. On takeoff and landing it is based on how you load it. Once in the flight levels, fuel is transferred into a tank in the tail until CG is ~2% ahead of aft limit.
My former employer once had a DC-10-30 and an MD11F fly virtually in formation from Seoul to Anchorage. The MD11 burned 20,000 lb. less fuel (and carried 20,000 lb. more cargo).
2. The tail is 1/3 smaller than the -10; an LSAS system is on full-time to compensate. The same as the L1011-500, I think.
3. The new flight control load keeps the LSAS in the loop all the way until touchdown (prior load cancelled it at 50'). Also, the algorithms were changed to increase pilot control. (The PF in Newark also went full deflection on elevator ... but it's still his fault, right?)