Patent Publication Number: US-10322799-B2

Title: Transportation services for pod assemblies

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     The present application is a continuation of co-pending application Ser. No. 15/200,244 filed Jul. 1, 2016. 
    
    
     TECHNICAL FIELD OF THE DISCLOSURE 
     The present disclosure relates, in general, to aircraft operable to transition between a forward flight mode and a vertical takeoff and landing mode and, in particular, to aircraft operable to provide transportation services for pod assemblies responsive to autonomous flight control, remote flight control and/or combinations thereof. 
     BACKGROUND 
     Fixed-wing aircraft, such as airplanes, are capable of flight using wings that generate lift responsive to the forward airspeed of the aircraft, which is generated by thrust from one or more jet engines or propellers. The wings generally have an airfoil cross section that deflects air downward as the aircraft moves forward, generating the lift force to support the airplane in flight. Fixed-wing aircraft, however, typically require a runway that is hundreds or thousands of feet long for takeoff and landing. 
     Unlike fixed-wing aircraft, vertical takeoff and landing (VTOL) aircraft do not require runways. Instead, VTOL aircraft are capable of taking off, hovering and landing vertically. One example of VTOL aircraft is a helicopter which is a rotorcraft having one or more rotors that provide lift and thrust to the aircraft. The rotors not only enable hovering and vertical takeoff and landing, but also enable, forward, backward and lateral flight. These attributes make helicopters highly versatile for use in congested, isolated or remote areas where fixed-wing aircraft may be unable to takeoff and land. Helicopters, however, typically lack the forward airspeed of fixed-wing aircraft. 
     A tiltrotor aircraft is another example of a VTOL aircraft. Tiltrotor aircraft generate lift and propulsion using proprotors that are typically coupled to nacelles mounted near the ends of a fixed wing. The nacelles rotate relative to the fixed wing such that the proprotors have a generally horizontal plane of rotation for vertical takeoff, hovering and landing and a generally vertical plane of rotation for forward flight, wherein the fixed wing provides lift and the proprotors provide forward thrust. In this manner, tiltrotor aircraft combine the vertical lift capability of a helicopter with the speed and range of fixed-wing aircraft. Tiltrotor aircraft, however, typically suffer from downwash inefficiencies during vertical takeoff and landing due to interference caused by the fixed wing. 
     A further example of a VTOL aircraft is a tiltwing aircraft that features a rotatable wing that is generally horizontal for forward flight and rotates to a generally vertical orientation for vertical takeoff and landing. Propellers are coupled to the rotating wing to provide the required vertical thrust for takeoff and landing and the required forward thrust to generate lift from the wing during forward flight. The tiltwing design enables the slipstream from the propellers to strike the wing on its smallest dimension, thus improving vertical thrust efficiency as compared to tiltrotor aircraft. Tiltwing aircraft, however, are more difficult to control during hover as the vertically tilted wing provides a large surface area for crosswinds typically requiring tiltwing aircraft to have either cyclic rotor control or an additional thrust station to generate a moment. 
     SUMMARY 
     In an first aspect, the present disclosure is directed to a transportation services method including receiving, at a transportation services provider system, a request for transportation of a pod assembly having a current location and a destination; uploading a flight plan to a flight control system of a flying frame including an airframe having first and second wings with at least two pylons extending therebetween and a distributed propulsion system having a plurality of propulsion assemblies coupled to the airframe; dispatching the flying frame by air to the current location of the pod assembly; coupling the pod assembly to the flying frame at the current location of the pod assembly; transporting the pod assembly by air from the current location of the pod assembly to the destination of the pod assembly including transitioning the flying frame between a vertical takeoff and landing mode wherein the first wing is forward of the pod assembly and the second wing is aft of the pod assembly and a forward flight mode wherein the first wing is below the pod assembly and the second wing is above the pod assembly; and decoupling the pod assembly from the flying frame at the destination of the pod assembly. 
     In a second aspect, the present disclosure is directed to a passenger pod assembly transportation system including a transportation services provider computing system and a plurality of flying frame flight control systems each having logic stored within a non-transitory computer readable medium, the logic executable by one or more processors, wherein the system is configured to receive, at the transportation services provider computing system, a request for transportation of a pod assembly having a current location and a destination; upload a flight plan to a flight control system of a flying frame including an airframe having first and second wings with at least two pylons extending therebetween and a distributed propulsion system having a plurality of propulsion assemblies coupled to airframe; dispatch the flying frame by air to the current location of the pod assembly; couple the pod assembly to the flying frame at the current location of the pod assembly; transport the pod assembly by air from the current location of the pod assembly to the destination of the pod assembly including transitioning the flying frame between a vertical takeoff and landing mode wherein the first wing is forward of the pod assembly and the second wing is aft of the pod assembly and a forward flight mode wherein the first wing is below the pod assembly and the second wing is above the pod assembly; and decouple the pod assembly from the flying frame at the destination of the pod assembly. 
     In a third aspect, the present disclosure is directed to a non-transitory computer readable storage media comprising a set of computer instructions executable by one or more processors for operating a passenger pod assembly transportation system, the computer instructions configured to receive, at the transportation services provider computing system, a request for transportation of a pod assembly having a current location and a destination; upload a flight plan to a flight control system of a flying frame including an airframe having first and second wings with at least two pylons extending therebetween and a distributed propulsion system having a plurality of propulsion assemblies coupled to airframe; dispatch the flying frame by air to the current location of the pod assembly; couple the pod assembly to the flying frame at the current location of the pod assembly; transport the pod assembly by air from the current location of the pod assembly to the destination of the pod assembly including transitioning the flying frame between a vertical takeoff and landing mode wherein the first wing is forward of the pod assembly and the second wing is aft of the pod assembly and a forward flight mode wherein the first wing is below the pod assembly and the second wing is above the pod assembly; and decouple the pod assembly from the flying frame at the destination of the pod assembly. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       For a more complete understanding of the features and advantages of the present disclosure, reference is now made to the detailed description along with the accompanying figures in which corresponding numerals in the different figures refer to corresponding parts and in which: 
         FIGS. 1A-1C  are schematic illustrations of an aircraft in accordance with embodiments of the present disclosure; 
         FIG. 1D  is a block diagram of a propulsion assembly of an aircraft in accordance with embodiments of the present disclosure; 
         FIGS. 2A-2E  are schematic illustrations of an aircraft in accordance with embodiments of the present disclosure; 
         FIGS. 3A-3B  are schematic illustrations of an aircraft in accordance with embodiments of the present disclosure; 
         FIGS. 4A-4S  are schematic illustrations of an aircraft in a sequential flight operating scenario in accordance with embodiments of the present disclosure; 
         FIGS. 5A-5D  are schematic illustrations of an aircraft in a sequential flight operating scenario in accordance with embodiments of the present disclosure; 
         FIGS. 6A-6B  are schematic illustrations of a passenger pod assembly for an aircraft in accordance with embodiments of the present disclosure; 
         FIGS. 7A-7C  are schematic illustrations of an aircraft in accordance with embodiments of the present disclosure; 
         FIG. 8  is a schematic illustration of an aircraft in accordance with embodiments of the present disclosure; 
         FIG. 9  is a schematic illustration of an aircraft in accordance with embodiments of the present disclosure; 
         FIG. 10  is a schematic illustration of an aircraft in accordance with embodiments of the present disclosure; 
         FIG. 11  is a block diagram of an aircraft control system in accordance with embodiments of the present disclosure; 
         FIGS. 12A-12B  are block diagrams of a transportation process in accordance with embodiments of the present disclosure; 
         FIG. 13  is a schematic illustration of an aircraft in accordance with embodiments of the present disclosure; 
         FIG. 14  is a schematic illustration of an aircraft in accordance with embodiments of the present disclosure; 
         FIG. 15  is a schematic illustration of an aircraft in accordance with embodiments of the present disclosure; 
         FIG. 16  is a schematic illustration of an aircraft in accordance with embodiments of the present disclosure; 
         FIG. 17  is a schematic illustration of an aircraft in accordance with embodiments of the present disclosure; 
         FIG. 18  is a schematic illustration of an aircraft in accordance with embodiments of the present disclosure; 
         FIG. 19  is a schematic illustration of an aircraft in accordance with embodiments of the present disclosure; and 
         FIG. 20  is a schematic illustration of an aircraft in accordance with embodiments of the present disclosure. 
     
    
    
     DETAILED DESCRIPTION 
     While the making and using of various embodiments of the present disclosure are discussed in detail below, it should be appreciated that the present disclosure provides many applicable inventive concepts, which can be embodied in a wide variety of specific contexts. The specific embodiments discussed herein are merely illustrative and do not delimit the scope of the present disclosure. In the interest of clarity, not all features of an actual implementation may be described in the present disclosure. It will of course be appreciated that in the development of any such actual embodiment, numerous implementation-specific decisions must be made to achieve the developer&#39;s specific goals, such as compliance with system-related and business-related constraints, which will vary from one implementation to another. Moreover, it will be appreciated that such a development effort might be complex and time-consuming but would be a routine undertaking for those of ordinary skill in the art having the benefit of this disclosure. 
     In the specification, reference may be made to the spatial relationships between various components and to the spatial orientation of various aspects of components as the devices are depicted in the attached drawings. However, as will be recognized by those skilled in the art after a complete reading of the present disclosure, the devices, members, apparatuses, and the like described herein may be positioned in any desired orientation. Thus, the use of terms such as “above,” “below,” “upper,” “lower” or other like terms to describe a spatial relationship between various components or to describe the spatial orientation of aspects of such components should be understood to describe a relative relationship between the components or a spatial orientation of aspects of such components, respectively, as the device described herein may be oriented in any desired direction. 
     Referring to  FIGS. 1A-1C  in the drawings, various views of an aircraft  10  are depicted. In the illustrated embodiment, aircraft  10  includes a flying frame  12  having a wing member  14  and a wing member  16 . Wing members  14 ,  16  are generally parallel with each other and extend the entire length of aircraft  10 . Preferably, wing members  14 ,  16  each have an airfoil cross-section that generates lift responsive to the forward airspeed of aircraft  10 . Wing members  14 ,  16  may be formed as single members or may be segmented wing members, for example, having three sections. Wing members  14 ,  16  may be metallic wing members or may be formed by curing together a plurality of material layers such as fiberglass fabric, carbon fabric, fiberglass tape, carbon tape and combinations thereof or from other high strength, lightweight materials. 
     Extending generally perpendicularly between wing members  14 ,  16  are outboard pylons  18 ,  20  and inboard pylons  22 ,  24 . Together, wing members  14 ,  16  and pylons  18 ,  20 ,  22 ,  24  form an airframe  26  with wing members  14 ,  16  and outboard pylons  18 ,  20  being the outer structural members and inboard pylons  22 ,  24  providing internal structural support. Outboard pylons  18 ,  20  and inboard pylons  22 ,  24  may be metallic members or may be formed by curing together a plurality of material layers such as fiberglass fabric, carbon fabric, fiberglass tape, carbon tape and combinations thereof or from other high strength, lightweight materials. Preferably, wing members  14 ,  16  and pylons  18 ,  20 ,  22 ,  24  are securably attached together at the respective intersections by bolting, bonding and/or other suitable technique such that airframe  26  becomes a unitary member. Wing members  14 ,  16  and pylons  18 ,  20 ,  22 ,  24  preferably include central passageways operable to contain one or more fuel tanks  28 , a fuel distribution network  30  and/or a communications network  32 . Alternatively, fuel tanks, a fuel distribution network and/or a communications network could be supported on the exterior of airframe  26 . 
     In the illustrated embodiment, flying frame  12  includes a distributed propulsion system  34  depicted as eight independent propulsion assemblies  36 ,  38 ,  40 ,  42 ,  44 ,  46 ,  48 ,  50 . It should be noted, however, that a distributed propulsion system of the present disclosure could have any number of independent propulsion assemblies. In the illustrated embodiment, propulsion assemblies  36 ,  38 ,  40 ,  42 ,  44 ,  46 ,  48 ,  50  are securably attached to airframe  26  in a mid wing configuration at respective intersections of wing members  14 ,  16  and pylons  18 ,  20 ,  22 ,  24  by bolting or other suitable technique. Preferably, each propulsion assembly  36 ,  38 ,  40 ,  42 ,  44 ,  46 ,  48 ,  50  includes a nacelle, one or more fuel tanks, an engine, a drive system, a rotor hub, a proprotor and an electronics node including, for example, controllers, sensors and communications elements. As best seen in  FIGS. 1A and 1D , propulsion assembly  42  includes a nacelle  52 , one or more fuel tanks  54 , an engine  56 , a drive system  58 , a rotor hub  60 , a proprotor  62  and an electronics node  64 . 
     Each nacelle houses the fuel tanks, the engine, the drive system, the rotor hub and the electronics node of one of the propulsion assemblies. The nacelles are standardized units that are preferably line replaceable units enabling easy installation on and removal from flying frame  12 , which enhances maintenance operations. For example, if a fault is discovered with one of the propulsion assemblies, the nacelle can be decoupled from the flying frame by unbolting structural members and disconnecting electronic couplings or other suitable procedure and another nacelle can be coupled to the flying frame by bolting, electronic coupling and/or other suitable procedures. The fuel tanks of each propulsion assembly  36 ,  38 ,  40 ,  42 ,  44 ,  46 ,  48 ,  50  may be connected to fuel distribution network  30  and serve as feeder tanks for the engines of respective propulsion assemblies. Alternatively, the fuel system for flying frame  12  may be a distributed fuel system wherein fuel for each propulsion assembly  36 ,  38 ,  40 ,  42 ,  44 ,  46 ,  48 ,  50  is fully self-contained within integral fuel tanks positioned within the nacelles, in which case, the wet wing system described above including fuel tank  28  and fuel distribution network  30 , may not be required. 
     The engines of each propulsion assembly  36 ,  38 ,  40 ,  42 ,  44 ,  46 ,  48 ,  50  may be liquid fuel powered engines such as gasoline, jet fuel or diesel powered engines including rotary engines such as dual rotor or tri rotor engines or other high power-to-weight ratio engines. Alternatively, some or all of the engines of propulsion assembly  36 ,  38 ,  40 ,  42 ,  44 ,  46 ,  48 ,  50  may be electric motors operated responsive to a distributed electrical system wherein battery systems are housed within each nacelle or wherein electrical power is supplied to the electric motors from a common electrical source integral to or carried by flying frame  12 . As another alternative, some or all of the engines of propulsion assembly  36 ,  38 ,  40 ,  42 ,  44 ,  46 ,  48 ,  50  may be hydraulic motors operated responsive to distributed hydraulic fluid system wherein high pressure hydraulic sources or generators are housed within each nacelle or a common hydraulic fluid system integral to or carried by flying frame  12 . 
     The drive systems of each propulsion assembly  36 ,  38 ,  40 ,  42 ,  44 ,  46 ,  48 ,  50  may include multistage transmissions operable for reduction drive such that optimum engine rotation speed and optimum proprotor rotation speed are enabled. The drive systems may utilize high-grade roller chains, spur and bevel gears, v-belts, high strength synchronous belts or the like. As one example, the drive system may be a two-staged cogged belt reducing transmission including a 3 to 1 reduction in combination with a 2 to 1 reduction resulting in a 6 to 1 reduction between the engine and the rotor hub. The rotor hubs of each propulsion assembly  36 ,  38 ,  40 ,  42 ,  44 ,  46 ,  48 ,  50  are preferably simple, lightweight, rigid members having radial/thrust bearings on stub arms at two stations to carry the centrifugal loads and to allow feathering, collective control and/or cyclic control. 
     The proprotors of each propulsion assembly  36 ,  38 ,  40 ,  42 ,  44 ,  46 ,  48 ,  50  may include a plurality of proprotor blades each of which is securably attached to a hub bearing. The blades are preferably operable for collective pitch control and/or cyclic pitch control. As an alternative, the pitch of the blades may be fixed, in which case, thrust is determined by changes in the rotational velocity of the proprotor. Preferably, the blades are installed using a simple clevis hinge to enable passive stop-fold, so that forward flight drag acts to push the blades down against the nacelle surface when the associated engines are shut down to reduce drag and increase range and speed of aircraft  10 . Preferably, the length of each nacelle is suitably forward to accommodate the passive stop-fold and may include a ring snubber or other suitable shield located around the nacelle to prevent damage to the blades or the nacelle when the blades make contact with the nacelle as well as to secure the blades while in forward flight to prevent dynamic slapping of the blade against the nacelle. Alternatively or additionally, to reduce forward flight drag, the proprotor blades may be operable to be feathered when the associated engines are shut down. In this case, the proprotor blades may be locked in the feathered position or allowed to windmill in response to the forward flight of aircraft  10 . The blade hinges may also include a stop in the centrifugal extended position when feathered so that as collective is applied and the blades generate lift and cone forward, the stop engagement reduces hinge wear and/or fretting. Even though the propulsion assemblies of the present disclosure have been described as having certain nacelles, fuel tanks, engines, drive systems, rotor hubs and proprotors, it is to be understood by those skilled in the art that propulsion assemblies having other components or combinations of components suitable for use in a distributed and/or modular propulsion assembly system are also possible and are considered to be within the scope of the present disclosure. 
     Flying frame  12  includes landing gear depicted as landing struts  66  such as passively operated pneumatic landing struts or actively operated telescoping landing struts positioned on outboard propulsion assemblies  36 ,  42 ,  44 ,  50 . In the illustrated embodiment, landing struts  66  include wheels that enable flying frame  12  to taxi or be rolled when on a surface. Each wheel may include a braking system such as an electromechanical braking system or a manual braking system to facilitate parking as required during ground operations. Landing struts  66  include tail feathers or fairings  76  that act as vertical stabilizers to improve the yaw stability of aircraft  10  during forward flight. 
     Flying frame  12  includes a flight control system  68 , such as a digital flight control system, that is disposed within one or more nacelles of distributed propulsion system  34 . Flight control system  68  could alternatively be located within a central passageway of a wing member  14 ,  16  or pylon  18 ,  20 ,  22 ,  24  or could be supported on the exterior of airframe  26 . In the illustrated embodiment, flight control system  68  is a triply redundant flight control system including flight control computer  68 A disposed within the nacelle of propulsion assembly  38 , flight control computer  68 B disposed within the nacelle of propulsion assembly  36  and flight control computer  68 C disposed within the nacelle of propulsion assembly  40 . Use of triply redundant flight control system  68  having redundant components located in different nacelles improves the overall safety and reliability of aircraft  10  in the event of a failure in flight control system  68 . Flight control system  68  preferably includes non-transitory computer readable storage media including a set of computer instructions executable by processors for controlling the operation of distributed propulsion system  34 . Flight control system  68  may be implemented on one or more general-purpose computer, special purpose computers or other machines with memory and processing capability. For example, flight control system  68  may include one or more memory storage modules including, but is not limited to, internal storage memory such as random access memory, non-volatile memory such as read only memory, removable memory such as magnetic storage memory, optical storage, solid-state storage memory or other suitable memory storage entity. Flight control system  68  may be a microprocessor-based system operable to execute program code in the form of machine-executable instructions. In addition, flight control system  68  may be selectively connectable to other computer systems via a proprietary encrypted network, a public encrypted network, the Internet or other suitable communication network that may include both wired and wireless connections. 
     As illustrated, flight control system  68  communicates via communications network  32  with the electronics nodes of each propulsion assembly  36 ,  38 ,  40 ,  42 ,  44 ,  46 ,  48 ,  50 , such as electronics node  64  of propulsion assembly  42 . Flight control system  68  receives sensor data from and sends flight command information to the electronics nodes of each propulsion assembly  36 ,  38 ,  40 ,  42 ,  44 ,  46 ,  48 ,  50  such that each propulsion assembly  36 ,  38 ,  40 ,  42 ,  44 ,  46 ,  48 ,  50  may be individually and independently controlled and operated. In both manned and unmanned missions, flight control system  68  may autonomously control some or all aspects of flight operation for aircraft  10 . Flight control system  68  is also operable to communicate with remote systems, such as a transportation services provider system via a wireless communications protocol. The remote system may be operable to receive flight data from and provide commands to flight control system  68  to enable remote flight control over some or all aspects of flight operation for aircraft  10 , in both manned and unmanned missions. 
     Aircraft  10  includes a pod assembly, illustrated as passenger pod assembly  70 , that is selectively attachable to flying frame  12  between inboard pylons  22 ,  24 . In the illustrated embodiment, inboard pylons  22 ,  24  have generally triangular tapered trailing edges that include receiving assemblies  72  for coupling with joint members  74  of pod assembly  70 . As discussed herein, the connection between receiving assemblies  72  and joint members  74  preferably allows pod assembly  70  to rotate and translate relative to flying frame  12  during flight operations. In addition, one or more communication channels are established between pod assembly  70  and flying frame  12  when pod assembly  70  and flying frame  12  are attached. For example, a quick disconnect harness may be coupled between pod assembly  70  and flying frame  12  to allow a pilot within pod assembly  70  to receive flight data from and provide commands to flight control system  68  to enable onboard pilot control over some or all aspects of flight operation for aircraft  10 . 
     Referring to  FIGS. 2A-2E  in the drawings, various views of aircraft  10  are depicted. In the illustrated embodiment, aircraft  10  includes a flying frame  12  having wing members  14 ,  16 , outboard pylons  18 ,  20  and inboard pylons  22 ,  24  forming airframe  26 . Flying frame  12  also includes a distributed propulsion system  34  depicted as eight independent propulsion assemblies  36 ,  38 ,  40 ,  42 ,  44 ,  46 ,  48 ,  50 . Landing struts  66  telescopically extend from propulsion assemblies  36 ,  42 ,  44 ,  50 . Flying frame  12  includes a flight control system  68  including flight control computers  68 A- 68 C that are disposed within nacelles of distributed propulsion system  34  that, as discussed herein, communicate with the electronics nodes of each propulsion assembly  36 ,  38 ,  40 ,  42 ,  44 ,  46 ,  48 ,  50  receiving sensor data from and sending flight command information to the electronics nodes, thereby individually and independently controlling and operating each propulsion assembly  36 ,  38 ,  40 ,  42 ,  44 ,  46 ,  48 ,  50 . In the illustrated embodiment, aircraft  10  includes a pod assembly, illustrated as passenger pod assembly  70 , that is selectively attachable to flying frame  12  between inboard pylons  22 ,  24 . 
     As best seen in  FIG. 2A , aircraft  10  is in a resting mode with the wheels of landing struts  66  in contact with the ground or other surface, such as the flight deck of an aircraft carrier. As illustrated, wing members  14 ,  16  are generally above pod assembly  70  with wing member  14  forward of and wing member  16  aft of pod assembly  70 . In addition, the blades of all the proprotors are folded downwardly to reduce the footprint of aircraft  10  in its resting mode. As best seen in  FIG. 2B , aircraft  10  is in a vertical takeoff and landing mode. Wing members  14 ,  16  remain above pod assembly  70  with wing member  14  forward of and wing member  16  aft of pod assembly  70  and with wing members  14 ,  16  disposed in generally the same horizontal plane. As the thrust requirement for vertical takeoff, vertical landing and hovering is high, all propulsion assemblies  36 ,  38 ,  40 ,  42 ,  44 ,  46 ,  48 ,  50  are operating to generate vertical thrust. It is noted that flight control system  68  independently controls and operates each propulsion assembly  36 ,  38 ,  40 ,  42 ,  44 ,  46 ,  48 ,  50 . For example, flight control system  68  is operable to independently control collective pitch, cyclic pitch and/or rotational velocity of the proprotors of each propulsion assembly  36 ,  38 ,  40 ,  42 ,  44 ,  46 ,  48 ,  50 , which can be beneficial in stabilizing aircraft  10  during vertical takeoff, vertical landing and hovering. Alternatively or additionally, as discussed herein, flight control system  68  may be operable to independently control and adjust the thrust vector of some or all of the propulsion assembly  36 ,  38 ,  40 ,  42 ,  44 ,  46 ,  48 ,  50 , which can also be beneficial in stabilizing aircraft  10  during vertical takeoff, vertical landing and hovering. 
     As best seen in  FIG. 2C , aircraft  10  is in a forward flight mode. Wing members  14 ,  16  are generally forward of pod assembly  70  with wing member  14  below and wing member  16  above pod assembly  70  and with wing members  14 ,  16  disposed in generally the same vertical plane. As the thrust requirement for forward flight is reduced compared to vertical takeoff and landing, outboard propulsion assemblies  36 ,  42 ,  44 ,  50  are operating while inboard propulsion assemblies  38 ,  40 ,  46 ,  48  have been shut down. In the illustrated embodiment, the proprotors blades of inboard propulsion assemblies  38 ,  40 ,  46 ,  48  have folded to reduce air resistance and improve the endurance of aircraft  10 . Alternatively, inboard propulsion assemblies  38 ,  40 ,  46 ,  48  may be rotated to a feathered position and locked to prevent rotation or allowed to windmill during engine shut down to reduce forward drag during forward flight. Preferably, the proprotors blades fold passively when inboard propulsion assemblies  38 ,  40 ,  46 ,  48  are shut down, and then extend upon reengagement of inboard propulsion assemblies  38 ,  40 ,  46 ,  48 . The outer surface of the nacelles may include a receiving element to secure the folded proprotor blades and prevent chatter during forward flight. Inboard propulsion assemblies  38 ,  40 ,  46 ,  48  and/or outboard propulsion assemblies  36 ,  42 ,  44 ,  50  may have an angle of attack less than that of wing members  14 ,  16 . Alternatively and additionally, some or all of the propulsion assembly  36 ,  38 ,  40 ,  42 ,  44 ,  46 ,  48 ,  50  may be operated with an angle of attack relative to wing members  14 ,  16  using trust vectoring as discussed herein. In the illustrated embodiment, the proprotor blades of propulsion assemblies  36 ,  38 ,  48 ,  50  rotate counterclockwise while the proprotor blades of propulsion assemblies  40 ,  42 ,  44 ,  46  rotate clockwise to balance the torque of aircraft  10 . 
     Use of distributed propulsion system  34  operated by flight control system  68  of the present disclosure provides unique advantages to the safety and reliability of aircraft  10  during flight. For example, as best seen in  FIG. 2D , in the event of flight control system  68  detecting a fault with one of the propulsion assemblies during flight, flight control system  68  is operable to perform corrective action responsive to the detected fault at a distributed propulsion system level. In the illustrated embodiment, flight control system  68  has detected a fault in propulsion assembly  50  based upon information received from sensors within the electronics node of propulsion system  50 . As a first step, flight control system  68  has shut down propulsion assembly  50 , as indicated by the proprotor motion circle being removed in  FIG. 2D . In addition, flight control system  68  now determines what other corrective measures should be implemented. For example, flight control system  68  may determine that certain operational changes to the currently operating propulsion assemblies  36 ,  42 ,  44  are appropriate, such as making adjustments in collective pitch, cyclic pitch, rotor speed and/or thrust vector of one or more of propulsion assemblies  36 ,  42 ,  44 . Alternatively or additionally, flight control system  68  may determined that it is necessary or appropriate to reengage one or more of the previously shut down propulsion assemblies  38 ,  40 ,  46 ,  48 , as best seen in  FIG. 2E . Once the additional propulsion assemblies  38 ,  40 ,  46 ,  48  are operating, it may be desirable to shut down one or more of propulsion assemblies  36 ,  42 ,  44 . For example, as best seen in  FIG. 2E , flight control system  68  has shut down propulsion assembly  42  that is symmetrically disposed on airframe  12  relative to propulsion assembly  50 , which may improve the stability of aircraft  10  during continued forward flight as well as in hover and vertical landing. As illustrated by this example, distributed propulsion system  34  operated by flight control system  68  provides numerous and redundant paths to maintain the airworthiness of aircraft  10 , even when a fault occurs within distributed propulsion system  34 . 
     In addition to taking corrective action at the distributed propulsion system level responsive to the detected fault, flight control system  68  is also operable to change the flight plan of aircraft  10  responsive to a detected fault. For example, based upon factors including the extent of the fault, weather conditions, the type and criticality of the mission, distance from waypoints and the like, flight control system  68  may command aircraft  10  to travel to a predetermined location, to perform an emergency landing or to continue the current mission. During missions including passenger pod assembly  70 , flight control system  68  may initiates a pod assembly jettison sequence, as discussed herein, in which case, flight control system  68  may command aircraft  10  to land proximate to pod assembly  70  or perform an emergency landing remote from pod assembly  70 . As illustrated by this example, distributed propulsion system  34  operated by flight control system  68  provides unique safety advantages for passengers and crew of aircraft  10 , even when a fault occurs within distributed propulsion system  34 . 
     Referring to  FIGS. 3A-3B  in the drawings, various views of aircraft  110  are depicted. In the illustrated embodiment, aircraft  110  includes a flying frame  112  having wing members  114 ,  116 , outboard pylons  118 ,  120  and inboard pylons  122 ,  124  forming airframe  126 . Flying frame  112  also includes a distributed propulsion system  134  depicted as eight independent propulsion assemblies  136 ,  138 ,  140 ,  142 ,  144 ,  146 ,  148 ,  150 . Landing struts  166  telescopically extend from propulsion assemblies  136 ,  142 ,  144 ,  150 . Flying frame  112  includes a flight control system  168  that is disposed within the nacelle of propulsion assembly  138  that communicates with the electronics nodes of each propulsion assembly  136 ,  138 ,  140 ,  142 ,  144 ,  146 ,  148 ,  150  receiving sensor data from and sending flight command information to the electronics nodes, thereby individually and independently controlling and operating each propulsion assembly  136 ,  138 ,  140 ,  142 ,  144 ,  146 ,  148 ,  150 . In the illustrated embodiment, aircraft  110  includes a pod assembly, illustrated as passenger pod assembly  170 , that is selectively attachable to flying frame  112  between inboard pylons  122 ,  124 . 
     As best seen in  FIG. 3A , aircraft  110  is in a vertical takeoff and landing mode after liftoff from a surface. Wing members  114 ,  116  are above pod assembly  170  with wing member  114  forward of and wing member  116  aft of pod assembly  170  and with wing members  114 ,  116  disposed in generally the same horizontal plane. As the thrust requirement for vertical takeoff and hovering is high, all propulsion assemblies  136 ,  138 ,  140 ,  142 ,  144 ,  146 ,  148 ,  150  are operating to generate vertical thrust. As best seen in  FIG. 3B , aircraft  110  is in a forward flight mode. Wing members  114 ,  116  are generally forward of pod assembly  170  with wing member  114  below and wing member  116  above pod assembly  170  and with wing members  114 ,  116  disposed in generally the same vertical plane. As the thrust requirement for forward flight is reduced compared to vertical takeoff and landing, outboard propulsion assemblies  136 ,  142 ,  144 ,  150  are operating while inboard propulsion assemblies  138 ,  140 ,  146 ,  148  have been shut down. In the illustrated embodiment, the proprotors blades of inboard propulsion assemblies  138 ,  140 ,  146 ,  148  have folded to reduce air resistance and improve endurance. Preferably, the proprotors blades fold passively when propulsion assemblies  138 ,  140 ,  146 ,  148  are shut down, and then extend upon reengagement of propulsion assemblies  138 ,  140 ,  146 ,  148 . In the illustrated embodiment, the nacelles of inboard propulsion assemblies  138 ,  140 ,  146 ,  148  are longer than the nacelles of outboard propulsion assemblies  136 ,  142 ,  144 ,  150  to provide sufficient length for the proprotors blades to fold. As the proprotors blades of outboard propulsion assemblies  136 ,  142 ,  144 ,  150  are not required to fold during flight, the modular propulsion assembly system allows shorter nacelles to be installed, which may improve the stability of aircraft  110  in forward flight. 
     Referring next to  FIGS. 4A-4S  in the drawings, a sequential flight-operating scenario of flying frame  112  is depicted. As discussed herein, passenger pod assembly  170  is selectively attachable to flying frame  112  such that a single flying frame can be operably coupled to and decoupled from numerous passenger pod assemblies for numerous missions over time. As best seen in  FIG. 4A , pod assembly  170  is positioned on a surface at a current location such as at the home of a pod assembly owner, at a business utilizing pod assembly transportation, in a military theater, on the flight deck of an aircraft carrier or other location. In the illustrated embodiment, pod assembly  170  includes retractable wheel assemblies  176  that enable ground transportation of pod assembly  170 . As illustrated, flying frame  112  is currently in a landing pattern near pod assembly  170  in its vertical takeoff and landing mode with all propulsion assemblies operating. For example, flying frame  112  may have been dispatched from a transportation services provider to retrieve and transport pod assembly  170  from the current location to a destination. Flying frame  112  may be operated responsive to autonomous flight control based upon a flight plan preprogrammed into flight control system  168  of flying frame  112  or may be operated responsive to remote flight control, receiving, for example, flight commands from a transportation services provider operator. In either case, flying frame  112  is operable to identify the current location of pod assembly  170  using, for example, global positioning system information or other location based system information including location information generated by electronics node  178  of pod assembly  170 . 
     As best seen in  FIG. 4B , flying frame  112  has landed proximate pod assembly  170 . Preferably, flying frame  112  taxis to a position above pod assembly  170  and engages joint members  174  of pod assembly  170  with receiving assemblies  172  to create a mechanical coupling and a communication channel therebetween. Alternatively, flying frame  112  may make a vertical approach directly to pod assembly  170  prior to attachment with pod assembly  170 . As best seen in  FIG. 4C , pod assembly  170  now retracts wheel assemblies  176  and is fully supported by flying frame  112 . Once pod assembly  170  is attached to flying frame  112 , the flight control system of flying frame  112  may be responsive to autonomous flight control, remote flight control, onboard pilot flight control or any combination thereof. For example, it may be desirable to utilize onboard pilot flight control of a pilot within pod assembly  170  during certain maneuvers such at takeoff and landing but rely on remote or autonomous flight control during periods of forward flight. Regardless of the flight control mode chosen, flying frame  112  is now ready to lift pod assembly  170  into the air. As best seen in  FIG. 4D , flying frame  112  is in its vertical takeoff and landing mode with all propulsion assemblies operating and flying frame  112  has lifted pod assembly  170  into the air. Flying frame  112  continues its vertical assent to a desired elevation and may now begin the transition from vertical takeoff and landing mode to forward flight mode. 
     As best seen in  FIGS. 4D-4G , as flying frame  112  transitions from vertical takeoff and landing mode to forward flight mode, flying frame  112  rotates about pod assembly  170  such that pod assembly  170  is maintained in a generally horizontal attitude for the safety and comfort of passengers, crew and/or cargo carried in pod assembly  170 . This is enabled by a passive and/or active connection between receiving assemblies  172  of flying frame  112  and joint members  174  of pod assembly  170 . For example, a gimbal assembly may be utilized to allow passive orientation of pod assembly  170  relative to flying frame  112 . This may be achieved due to the shape and the center of gravity of pod assembly  170  wherein aerodynamic forces and gravity tend to bias pod assembly  170  toward the generally horizontal attitude. Alternatively or additionally, a gear assembly, a clutch assembly or other suitably controllable rotating assembly may be utilized that allows for pilot controlled, remote controlled or autonomously controlled rotation of pod assembly  170  relative to flying frame  112  as flying frame  112  transitions from vertical takeoff and landing mode to forward flight mode. 
     As best seen in  FIGS. 4G-4I , once flying frame  112  has completed the transition to forward flight mode, it may be desirable to adjust the center of gravity of the aircraft to improve its stability and efficiency. In the illustrated embodiment, this can be achieved by shifting pod assembly  170  forward relative to flying frame  112  using an active connection between receiving assemblies  172  of flying frame  112  and joint members  174  of pod assembly  170 . For example, rotation of a gear assembly of pod assembly  170  relative to a rack assembly of flying frame  112  or other suitable translation system may be used to shift pod assembly  170  forward relative to flying frame  112  under pilot control, remote control or autonomous control. Once pod assembly  170  is in the desired forward position relative to flying frame  112 , certain propulsion assemblies of flying frame  112  may be shut down as the thrust requirements in forward flight mode are reduced compared to the thrust requirements of vertical takeoff and landing mode. For example, the inboard propulsion assemblies of flying frame  112  may be shut down which allows the proprotor blades to passively fold increasing efficiency in forward flight, as best seen in  FIG. 4J . 
     When flying frame  112  begins its approaches to the destination, inboard propulsion assemblies of flying frame  112  are reengaged to provide full propulsion capabilities, as best seen in  FIG. 4K . Pod assembly  170  is preferably returned to the aft position relative to flying frame  112 , as best seen in  FIGS. 4K-4M . Once pod assembly  170  has returned to the desired aft position, flying frame  170  can begin its transition from forward flight mode to vertical takeoff and landing mode. As best seen in  FIGS. 4M-4P , during the transition from forward flight mode to vertical takeoff and landing mode, flying frame  112  rotates about pod assembly  170  such that pod assembly  170  is maintained in the generally horizontal attitude for the safety and comfort of passengers, crew and/or cargo carried in pod assembly  170 . Once flying frame  112  has completed the transition to vertical takeoff and landing mode, flying frame  112  may complete its descent to a surface, as best seen in  FIG. 4Q . Pod assembly  170  may now lower wheel assemblies  176  to provide ground support to pod assembly  170  allowing flying frame  112  to decouple from pod assembly  170  and taxi away, as best seen in  FIG. 4R . After transporting and releasing pod assembly  170  at the destination, flying frame  112  may depart from the destination for another location, as best seen in  FIG. 4S , such as the transportation services provider hub. 
     Referring to  FIGS. 5A-5D  in the drawings, a sequential flight-operating scenario of flying frame  112  is depicted. During a manned mission, in the event of an emergency, or during a cargo drop mission, for example, flying frame  112  is operable to jettison an attached pod assembly. In the illustrated embodiment, passenger pod assembly  170  is attached to flying frame  112 , as best seen in  FIG. 5A . If, for example, sensors on board flying frame  112  indicate a critical condition relating to the continued operability of flying frame  112 , the flight control system, based upon onboard pilot commands, remote commands and/or autonomous commands, can initiate a pod assembly jettison sequence. In accordance with the jettison command, receiving assemblies  172  of flying frame  112  release joint members  174  of pod assembly  170  and pod assembly  170  deploys a parachute  180 , as best seen in  FIG. 5B . Preferably, as best seen in  FIG. 5C , parachute  180  is a parafoil parachute having an aerodynamic cell structure that is inflated responsive to incoming air flow that provides both steerability and a controlled rate of descent to minimize the landing impact pod assembly  170  on a surface or in the water, in which case, pod assembly  170  is preferably watertight. 
     Continuing with the example of a critical condition on board flying frame  112  and in the event that flying frame  112  is unable to continue flight even after pod assembly  170  has been jettisoned, flying frame  112  along with its fuel supply will preferably land remote from pod assembly  170 , thus minimizing the risk to passengers and/or crew of pod assembly  170  to fire and/or other hazards. Once pod assembly  170  has been jettisoned, however, the reduction in weight may enable flying frame  112  to continue flight and perform a controlled descent and landing. In this case, flying frame  112  may be preprogrammed to return to a home base, such as the transportation services provider hub, or commanded in real-time to fly to a safe location determined by a remote operator or autonomously by the flight control system. Preferably, the safe location is proximate the landing location of pod assembly  170  which is determined based upon location information generated by electronics node  178  of pod assembly  170 , as best seen in  FIG. 5D . 
     Referring to  FIGS. 6A-6B  in the drawings, a passenger pod assembly  200  is depicted. Passenger pod assembly  200  is operable to be selectively attached to a flying frame as discussed herein with reference to pod assemblies  70 ,  170 . In the illustrated embodiment, passenger pod assembly  200  has a generally transparent panel  202  that enables passenger and/or crew inside passenger pod assembly  200  to see outside of passenger pod assembly  200 . In addition, passenger pod assembly  200  includes a tail assembly  204  depicted as having a vertical stabilizer  206  with a rudder  208  and horizontal stabilizers  210 ,  212  including elevators  214 ,  216 . Tail assembly  204  may operate in passive mode to bias passenger pod assembly  200  to the generally horizontal attitude as discussed herein or may be operated actively via direct onboard pilot operation or responsive to commands from the flight control system of a flying frame to which passenger pod assembly  200  is attached. 
     Passenger pod assembly  200  includes a pair of oppositely disposed joint members  218 , only one being visible in the figure, depicted as a gear assembly  220  and a communications port assembly  222 . Gear assembly  220  is operable to form a mechanical connection with a receiving assembly of a flying frame and is preferably operable to allow relative rotation and translation therebetween as discussed herein. Communications port assembly  222  is operable to be directly coupled to a mating communications pin assembly of a flying frame to establish a communication channel therebetween. Alternatively or additional, one or more wiring harnesses may be connected between passenger pod assembly  200  and a flying frame including, for example, one or more quick disconnect wiring harnesses. As illustrated, passenger pod assembly  200  includes retractable wheel assemblies  224  that enable ground transportation of passenger pod assembly  200 . Preferably, passenger pod assembly  200  includes a power supply illustrated as battery  226  that is operable to power electronics node  228 , enable ground transportation via wheel assemblies  224  and operate tail assembly  204 . Alternatively or additionally, passenger pod assembly  200  may include a liquid fuel engine for providing mechanical power to passenger pod assembly  200 . 
     Electronics node  228  of passenger pod assembly  200  preferably includes a non-transitory computer readable storage medium including a set of computer instructions executable by a processor for operating passenger pod assembly  200  and communicating with a flying frame For example, electronics node  228  may include a general-purpose computer, a special purpose computer or other machine with memory and processing capability. Electronics node  228  may be a microprocessor-based system operable to execute program code in the form of machine-executable instructions. In addition, electronics node  228  may be connectable to other computer systems via a proprietary encrypted network, a public encrypted network, the Internet or other suitable communication network that may include both wired and wireless connections. 
     Electronics node  228  preferably includes a display device configured to display information to an onboard pilot. The display device may be configured in any suitable form, including, for example, as one or more display screens such as liquid crystal displays, light emitting diode displays and the like or any other suitable display type including, for example, a display panel or dashboard display. Electronics node  228  may also include audio output and input devices such as a microphone, speakers and/or an audio port allowing an onboard pilot to communicate with, for example, an operator at a transportation services provider facility. The display device may also serve as a user interface device if a touch screen display implementation is used, however, other user interface devices may alternatively be used to allow an onboard pilot to control passenger pod assembly  200  as well as a flying frame being operated responsive to onboard pilot control including, for example, a control panel, mechanical control devices or other control devices. Electronics node  228  preferably includes a global positioning system interface or other location system enabling passenger pod assembly  200  to know its location and to transmit its location to a flying frame as discussed herein. 
     As illustrated, passenger pod assembly  200  includes a clamshell type access hatch  230  that enables passengers and/or crew to enter and exit passenger pod assembly  200 . Access hatch  230  may also be configured to enable vehicles such as cars, truck or light infantry vehicles to enter and exit passenger pod assembly  200 . Likewise, access hatch  230  may be configured to enable loading and unloading of cargo using lift trucks or other cargo transportation vehicles. 
     Referring to  FIGS. 7A-7C  in the drawings, various views of aircraft  300  are depicted. In the illustrated embodiment, aircraft  300  includes a flying frame  312  having wing members  314 ,  316 , outboard pylons  318 ,  320  and inboard pylons  322 ,  324  forming airframe  326 . Flying frame  312  also includes a distributed propulsion system  334  depicted as eight independent propulsion assemblies  336 ,  338 ,  340 ,  342 ,  344 ,  346 ,  348 ,  350 . Landing struts  366  telescopically extend from propulsion assemblies  336 ,  342 ,  344 ,  350 . Flying frame  312  includes a flight control system  368  that is disposed within the nacelle of propulsion assembly  338  that communicates with the electronics nodes of each propulsion assembly  336 ,  338 ,  340 ,  342 ,  344 ,  346 ,  348 ,  350  receiving sensor data from and sending flight command information to the electronics nodes, thereby individually and independently controlling and operating each propulsion assembly  336 ,  338 ,  340 ,  342 ,  344 ,  346 ,  348 ,  350 . In the illustrated embodiment, aircraft  310  includes a pod assembly, illustrated as passenger pod assembly  370 , that is selectively attachable to flying frame  312  between inboard pylons  322 ,  324 . As best seen in  FIG. 7A , aircraft  300  has a vertical takeoff and landing mode and, as best seen in  FIG. 7B , aircraft  300  has a forward flight mode, wherein transitions therebetween may take place as described herein with reference to flying frames  12 ,  112 . 
     As airframe  326  creates a relatively large surface area for crosswinds during vertical takeoff and landing and during hovering, flight control system  368  is operable to individually and independently control the thrust vector of the outboard propulsion assembly  336 ,  342 ,  344 ,  350 . As best seen in  FIG. 7C , each propulsion assembly  336 ,  338 ,  340 ,  342 ,  344 ,  346 ,  348 ,  350 , such as propulsion assembly  344  includes a nacelle  352 , one or more fuel tanks  354 , an engine  356 , a drive system  358 , a rotor hub  360 , a proprotor  362  and an electronics node  364 . It is noted that fuel tanks  354  may not be required in propulsion assemblies having electric or hydraulic engines as discussed herein. Each outboard propulsion assembly  336 ,  342 ,  344 ,  350 , such as propulsion assembly  344  includes a thrust vectoring system depicted as a dual actuated thrust vectoring control assembly  372 . As illustrated, engine  356 , drive system  358 , rotor hub  360  and proprotor  362  are mounted to a pivotable plate  374  operable to pivot about a pivot axis defined by pin  376 . Pivotable plate  374  is also operable to rotate about the mast centerline axis  378  to control the azimuth within the thrust vectoring system. In the illustrated embodiment, rotation of pivotable plate  374  is accomplished with an electromechanical rotary actuator  380  but other suitable rotary actuator could alternatively be used. The elevation of pivotable plate  374  is controlled with a linear actuator  382  that pulls and/or pushes pivotable plate  374  about the pivot axis. In the illustrated embodiment, the maximum pitch angle  384  of the thrust vector  386  is about 20 degrees. Accordingly, it should be understood by those skilled in the art that the thrust vector may be resolved to any position within the 20-degree cone swung about mast centerline axis  378 . The use of a 20-degree pitch angle yields a lateral component of thrust that is about 34 percent of total thrust, which provides suitable lateral thrust to manage standard operating wind conditions. The thrust vectoring of each of the outboard propulsion assembly  336 ,  342 ,  344 ,  350  is independently controlled by flight control system  368 . This enables differential thrust vectoring for yaw control during hover, as well as an unlimited combination of differential thrust vectoring coupled with net lateral thrust to allow positioning over a stationary target while crosswinds are present. Even though a particular thrust vectoring system having a particular maximum pitch angle has been depicted and described, it will be understood by those skilled in the art that other thrust vectoring systems, such as a gimbaling system, having other maximum pitch angles, either greater than or less than 20 degrees, may alternatively be used on flying frames of the present disclosure. 
     Referring to  FIG. 8  in the drawings, an aircraft  400  is depicted. In the illustrated embodiment, aircraft  400  includes a flying frame  412  having wing members  414 ,  416 , outboard pylons  418 ,  420  and inboard pylons  422 ,  424  forming airframe  426 . Flying frame  412  also includes a distributed propulsion system  434  depicted as eight independent propulsion assemblies  436 ,  438 ,  440 ,  442 ,  444 ,  446 ,  448 ,  450 . Landing struts  466  telescopically extend from propulsion assemblies  436 ,  442 ,  444 ,  450 . Flying frame  412  includes a flight control system that may be disposed within a nacelle of distributed propulsion system  434  that communicates with the electronics nodes of each propulsion assembly  436 ,  438 ,  440 ,  442 ,  444 ,  446 ,  448 ,  450  receiving sensor data from and sending flight command information to the electronics nodes, thereby individually and independently controlling and operating each propulsion assembly  436 ,  438 ,  440 ,  442 ,  444 ,  446 ,  448 ,  450 . Aircraft  400  has a vertical takeoff and landing mode and a forward flight mode as described herein. In the illustrated embodiment, aircraft  400  includes a pod assembly, illustrated as a surveillance pod assembly  470 , that is selectively attachable to flying frame  412  between inboard pylons  422 ,  424 . Surveillance pod assembly  470  may be operable for aerial observations and data gathering relating to military and civilian operations using a sensor array  472 . Surveillance pod assembly  470  may store data obtained from sensor array  472  in an onboard memory and/or wirelessly send data to a remote system for review and analysis thereof. In military operation, surveillance pod assembly  470  or a similar pod assembly may carry a weapons package operable to launch weapons at military targets. 
     Referring to  FIG. 9  in the drawings, an aircraft  500  is depicted. In the illustrated embodiment, aircraft  500  includes a flying frame  512  having wing members  514 ,  516 , outboard pylons  518 ,  520  and inboard pylons  522 ,  524  forming airframe  526 . Flying frame  512  also includes a distributed propulsion system  534  depicted as eight independent propulsion assemblies  536 ,  538 ,  540 ,  542 ,  544 ,  546 ,  548 ,  550 . Landing struts  566  telescopically extend from propulsion assemblies  536 ,  542 ,  544 ,  550 . Flying frame  512  includes a flight control system that may be disposed within a nacelle of distributed propulsion system  534  that communicates with electronics nodes of each propulsion assembly  536 ,  538 ,  540 ,  542 ,  544 ,  546 ,  548 ,  550  receiving sensor data from and sending flight command information to the electronics nodes, thereby individually and independently controlling and operating each propulsion assembly  536 ,  538 ,  540 ,  542 ,  544 ,  546 ,  548 ,  550 . Aircraft  500  has a vertical takeoff and landing mode and a forward flight mode as described herein. In the illustrated embodiment, aircraft  500  includes a pod assembly, illustrated as a cargo container pod assembly  570  having selectively attachable aerodynamic fairings forming leading and trailing edges thereof. Cargo container pod assembly  570  may be of a standard size operable for additional transportation by truck, by rail and by ship. Cargo container pod assembly  570 , however, may alternatively be a specially designed cargo container for use with flying frame  512  or for transporting a specific type of cargo. Also, as discussed herein, flying frame  512  and cargo container pod assembly  570  may be used in cargo drop missions to provide food, water and other critical items to remote regions during a natural disaster recovery mission or to provide weapons or other military hardware to personnel in a military theater. 
     As should be apparent to those skilled in the art, the aircraft of the present disclosure are versatile and may be used during a variety of missions. The modular design of the aircraft of the present disclosure further adds to the capabilities of these aircraft. For example, referring to  FIG. 10  in the drawings, an aircraft  600  is depicted that is suitable for lifting and transporting heavy loads. In the illustrated embodiment, aircraft  600  includes a flying frame  612  having wing members  614 ,  616 , outboard pylons  618 ,  620  and inboard pylons  622 ,  624  forming airframe  626 . Flying frame  612  also includes a distributed propulsion system  634  depicted as eight primary propulsion assemblies  636 ,  638 ,  640 ,  642 ,  644 ,  646 ,  648 ,  650  and four booster or supplemental propulsion assemblies  652 ,  654 ,  656 ,  658 . Landing struts  666  telescopically extend from propulsion assemblies  636 ,  642 ,  644 ,  650 . Flying frame  612  includes a flight control system that may be disposed within a nacelle of distributed propulsion system  634  that communicates with electronics nodes of each primary and supplemental propulsion assembly receiving sensor data from and sending flight command information to the electronics nodes, thereby individually and independently controlling and operating each propulsion assembly. Aircraft  600  has a vertical takeoff and landing mode and a forward flight mode as described herein. In the illustrated embodiment, aircraft  600  includes a pod assembly, illustrated as a cargo pod assembly  670  having selectively attachable aerodynamic fairings forming leading and trailing edges thereof. 
     As illustrated, supplemental propulsion assemblies  652 ,  654 ,  656 ,  658  are attached to flying frame  612  with connection assemblies depicted as outboard support members that are securably attached to the inboard propulsion assemblies and/or wings  614 ,  616  by bolting or other suitable technique, thereby forming a booster propulsion system. More specifically, outboard support member  660  connects supplemental propulsion assembly  652  to primary propulsion assembly  638 , outboard support member  662  connects supplemental propulsion assembly  654  to primary propulsion assembly  640 , outboard support member  664  connects supplemental propulsion assembly  656  to primary propulsion assembly  646  and outboard support member  668  connects supplemental propulsion assembly  658  to primary propulsion assembly  648 . Outboard support members  660 ,  662 ,  664 ,  668  may include internal passageways for containing fuel lines that may be coupled to the fuel distribution network and communications lines that may be coupled to the communications network of flying frame  612 . Alternatively, fuel lines and/or communications lines may be supported on the exterior of outboard support members  660 ,  662 ,  664 ,  668 . In embodiments having self-contained fuel tanks within supplemental propulsion assemblies  652 ,  654 ,  656 ,  658 , fuel lines may not be required. Even though a particular orientation of supplemental propulsion assemblies has been depicted and described, it should be understood by those skilled in the art that supplemental propulsion assemblies could be attached to a flying frame in other orientations including attaching one or two supplemental propulsion assemblies to one or more outboard primary propulsion assemblies. As should be apparent, the modular nature of the supplemental propulsion assemblies adds significant versatility to flying frames of the present disclosure. 
     Referring to  FIG. 11  in the drawings, a block diagram depicts an aircraft control system  700  operable for use with flying frames of the present disclosure. In the illustrated embodiment, system  700  includes three primary computer based subsystems; namely, a flying frame system  702 , a passenger pod assembly system  704  and a transportation services provider system  706 . As discussed herein, the flying frames of the present disclosure may be operated autonomously responsive to commands generated by flight control system  708  that preferably includes a non-transitory computer readable storage medium including a set of computer instructions executable by a processor. Flight control system  708  may be implemented on a general-purpose computer, a special purpose computer or other machine with memory and processing capability. For example, flight control system  708  may include one or more memory storage modules including, but is not limited to, internal storage memory such as random access memory, non-volatile memory such as read only memory, removable memory such as magnetic storage memory, optical storage, solid-state storage memory or other suitable memory storage entity. Flight control system  708  may be a microprocessor-based system operable to execute program code in the form of machine-executable instructions. In addition, flight control system  708  may be selectively connectable to other computer systems via a proprietary encrypted network, a public encrypted network, the Internet or other suitable communication network that may include both wired and wireless connections. 
     In the illustrated embodiment, flight control system  708  includes a command module  710  and a monitoring module  712 . It is to be understood by those skilled in the art that these and other modules executed by flight control system  708  may be implemented in a variety of forms including hardware, software, firmware, special purpose processors and combinations thereof. Flight control system  708  receives input from a variety of sources including internal sources such as sensors  714 , controllers  716 , and propulsion assemblies  718 - 722  and as well as external sources such as passenger pod assembly system  704 , transportation services provider system  706  as well as global positioning system satellites or other location positioning systems and the like. For example, flight control system  708  may receive a flight plan including starting and ending locations for a mission from passenger pod assembly system  704  and/or transportation services provider system  706 . Thereafter, flight control system  708  is operable to autonomously control all aspects of flight of a flying frame of the present disclosure. For example, during the various operating modes of a flying frame including vertical takeoff and landing mode, hovering mode, forward flight mode and transitions therebetween, command module  710  provides commands to controllers  716 . These commands enable independent operation of each propulsion assembly  718 - 722  including which propulsion assemblies should be operating, the pitch of each proprotor blade, to rotor speed of each propulsion assembly, the thrust vector of outboard propulsion assemblies and the like. These commands also enable a flying frame to couple with and decouple from a pod assembly, to transition between vertical takeoff and landing mode and forward flight mode while maintaining a pod assembly in a generally horizontal attitude and to jettison a pod assembly, as discussed herein. Flight control system  708  receives feedback from controllers  716  and each propulsion assembly  718 - 722 . This feedback is processes by monitoring module  712  that can supply correction data and other information to command module  710  and/or controllers  716 . Sensors  714 , such as positioning sensors, attitude sensors, speed sensors, environmental sensors, fuel sensors, temperature sensors, location sensors and the like also provide information to flight control system  708  to further enhance autonomous control capabilities. 
     Some or all of the autonomous control capability of flight control system  708  can be augmented or supplanted by remote flight control from, for example, transportation services provider system  706 . Transportation services provider system  706  may include one or computing systems that may be implemented on general-purpose computers, special purpose computers or other machines with memory and processing capability. For example, the computing systems may include one or more memory storage modules including, but is not limited to, internal storage memory such as random access memory, non-volatile memory such as read only memory, removable memory such as magnetic storage memory, optical storage memory, solid-state storage memory or other suitable memory storage entity. The computing systems may be microprocessor-based systems operable to execute program code in the form of machine-executable instructions. In addition, the computing systems may be connected to other computer systems via a proprietary encrypted network, a public encrypted network, the Internet or other suitable communication network that may include both wired and wireless connections. The communication network may be a local area network, a wide area network, the Internet, or any other type of network that couples a plurality of computers to enable various modes of communication via network messages using as suitable communication techniques, such as transmission control protocol/internet protocol, file transfer protocol, hypertext transfer protocol, internet protocol security protocol, point-to-point tunneling protocol, secure sockets layer protocol or other suitable protocol. Transportation services provider system  706  communicates with flight control system  708  via a communication link  724  that may include both wired and wireless connections. 
     Transportation services provider system  706  preferably includes one or more flight data display devices  726  configured to display information relating to one or more flying frames of the present disclosure. Display devices  726  may be configured in any suitable form, including, for example, liquid crystal displays, light emitting diode displays, cathode ray tube displays or any suitable type of display. Transportation services provider system  706  may also include audio output and input devices such as a microphone, speakers and/or an audio port allowing an operator at a transportation services provider facility to communicate with, for example, a pilot on board a pod assembly. The display device  726  may also serve as a remote input device  728  if a touch screen display implementation is used, however, other remote input devices, such as a keyboard or joystick, may alternatively be used to allow an operator at a transportation services provider facility to provide control commands to a flying frame being operated responsive to remote control. 
     Some or all of the autonomous and/or remote flight control of a flying frame can be augmented or supplanted by onboard pilot flight control if the pod assembly coupled to a flying frame includes a passenger pod assembly system  704 . Passenger pod assembly system  704  preferably includes a non-transitory computer readable storage medium including a set of computer instructions executable by a processor and may be implemented by a general-purpose computer, a special purpose computer or other machine with memory and processing capability. Passenger pod assembly system  704  may include one or more memory storage modules including, but is not limited to, internal storage memory such as random access memory, non-volatile memory such as read only memory, removable memory such as magnetic storage memory, optical storage memory, solid-state storage memory or other suitable memory storage entity. Passenger pod assembly system  704  may be a microprocessor-based system operable to execute program code in the form of machine-executable instructions. In addition, passenger pod assembly system  704  may be connectable to other computer systems via a proprietary encrypted network, a public encrypted network, the Internet or other suitable communication network that may include both wired and wireless connections. Passenger pod assembly system  704  communicates with flight control system  708  via a communication channel  730  that preferably includes a wired connection. 
     Passenger pod assembly system  704  preferably includes a cockpit display device  732  configured to display information to an onboard pilot. Cockpit display device  732  may be configured in any suitable form, including, for example, as one or more display screens such as liquid crystal displays, light emitting diode displays and the like or any other suitable display type including, for example, a display panel or dashboard display. Passenger pod assembly system  704  may also include audio output and input devices such as a microphone, speakers and/or an audio port allowing an onboard pilot to communicate with, for example, an operator at a transportation services provider facility. Cockpit display device  732  may also serve as a pilot input device  734  if a touch screen display implementation is used, however, other user interface devices may alternatively be used to allow an onboard pilot to provide control commands to a flying frame being operated responsive to onboard pilot control including, for example, a control panel, mechanical control devices or other control devices. As should be apparent to those that are skilled in the art, through the use of system  700  a flying frame of the present disclosure can be operated responsive to a flight control protocol including autonomous flight control, remote flight control, onboard pilot flight control and combinations thereof. 
     Referring now to  FIGS. 12A-12B  of the drawings, one embodiment of a process for transporting a passenger pod assembly by air from a current location to a destination will now be described. A first step of the process involves receiving a request for transportation services by a transportation services provider, as indicated in block  800  of  FIG. 12A . The request may be made over a telephone network from a person desiring transportation of a pod assembly and received by an operator at the transportation services provider, in which case, the operator logs the request into the transportation services provider computing system. Alternatively, the request may be received directly by the transportation services provider computing system over a data communication network from a computer device, such as a desktop computer or mobile computing device, of the person desiring transportation. Once the transportation request is received in the transportation services provider computing system, a flying frame is selected from the fleet of flying frame maintained at a flying frame hub or other transportation services provider location, as indicated in block  802 . The transportation services provider computing system then generates a flight plan, as indicated in block  804 , including at least the current location of the pod assembly seeking transportation and the destination location for the pod assembly. The next step involves sending the flight plan from the transportation services provider computing system to the flight control system of the selected flying frame, as indicated in block  806 . Depending upon the relative locations of the transportation services provider computing system and the selected flying frame, this communication may take place via a wired and/or wireless communication network such as a local area network, a wireless local area network, the Internet or other suitable network. 
     The reminder of the steps of the present embodiment of a process for transporting the passenger pod assembly are performed by the flight control system of the selected flying frame, as best seen in  FIG. 12B . The next step involves uploading the flight plan to the flight control system of the selected flying frame, as indicated in block  808 . The flying frame may now be operated responsive to autonomous flight control, remote flight control or a combination thereof. Regardless of flight control mode, the next step is dispatching the selected flying frame from the transportation services provider location to the current location of the pod assembly to be transported, as indicated in block  810 . This step may involve departing from the transportation services provider location, selecting a flight path to the current location of the pod assembly, identifying a landing zone proximate the current location of the pod assembly, performing an approach and landing, then positioning the flying frame relative to the pod assembly to enable attachment therebetween. The next step is coupling the flying frame to the pod assembly, as indicated in block  812 . The process of coupling the flying frame to the pod assembly may be autonomous, manual or a combination thereof. In any case, the coupling process including forming a mechanical connection and preferably establishing a communication channel therebetween. 
     The flying frame may now be operated responsive to autonomous flight control, remote flight control, onboard pilot flight control or a combination thereof. Once the pod assembly is properly coupled to the flying frame, the flying frame lifts the pod assembly into the air in a vertical takeoff and landing mode, as indicated in block  814 . During the vertical takeoff, the pod assembly is preferably maintained in a generally horizontal attitude and each of the propulsion assemblies of the distributed propulsion system are independently operated using, for example, selective collective pitch and selective thrust vectoring as discussed herein. Once the flying frame has reached a desired altitude in vertical takeoff and landing mode, the next step is transitioning the flying frame from the vertical takeoff and landing mode to a forward flight mode, as indicate in block  816 . Preferably, this transition involves rotating the flying frame relative to the pod assembly such that the pod assembly remains in the generally horizontal attitude. 
     Once in forward flight mode, the next step is transporting the pod assembly to the desired destination location, as indicated in block  818 . Depending upon factors such as the distance of travel and environmental conditions, it may be desirable to shut down certain propulsion assemblies, as discussed herein, during forward flight. As the flying frame approaches the destination, the next step is transitioning the flying frame from the forward flight mode to the vertical takeoff and landing mode, as indicated in block  820 . Preferably, this transition involves rotating the flying frame relative to the pod assembly such that the pod assembly remains in the generally horizontal attitude. The next step is landing the flying frame at the destination, as indicated in block  822 . This step may involve identifying a landing zone and performing an approach in the vertical takeoff and landing mode. Once on the ground, the flying frame may release the pod assembly at the destination location, as indicated in block  824 . Thereafter, the next step is returning the flying frame from the destination of the pod assembly to the transportation services provider location, as indicate in block  826 . 
     As should be understood by those skilled in the art, the process for transporting a passenger pod assembly by air from its current location to a destination described with reference to  FIGS. 12A-12B  is merely one example of many missions a flying frame of the present disclosure could perform. While the described mission included a round trip from a transportation services provider location to provide transportation to a single pod assembly, a flying frame of the present disclosure could alternatively provide sequential transportation events for multiple pod assemblies during a single trip into the field without returning to the transportation services provider location in between. Likewise, a flying frame of the present disclosure could transport a single pod assembly to multiple locations with multiple takeoff and landing events during a single mission. Accordingly, those skilled in the art will recognize that the flying frames of the present disclosure may perform an array of useful and versatile missions involving transportation of a variety of manned and unmanned pod assemblies. 
     Even though the present disclosure has depicted and described flying frames operable to selectively attach to a single pod assembly, it should be understood by those skilled in the art that flying frames of the present disclosure may alternatively carry more than one pod assembly as seen, for example, in  FIG. 13 . In the illustrated embodiment, aircraft  900  includes a flying frame  902  having wing members  904 ,  906 , outboard pylons  908 ,  910  and inboard pylons  912 ,  914  forming airframe  916 . Flying frame  902  also includes a distributed propulsion system  920  depicted as eight independent propulsion assemblies  920 A- 920 H. Flying frame  902  includes a flight control system that may be disposed within a nacelle of distributed propulsion system  920  that communicates with the electronics nodes of each propulsion assembly  920 A- 920 H receiving sensor data from and sending flight command information to the electronics nodes, thereby individually and independently controlling and operating each propulsion assembly  920 A- 920 H. Aircraft  900  has a vertical takeoff and landing mode and a forward flight mode as described herein. In the illustrated embodiment, aircraft  900  includes three pod assemblies, illustrated as passenger pod assemblies  922 A- 922 C, that are selectively attachable to flying frame  902  as discussed herein. Pod assembly  922 A is selectively coupled between inboard pylons  912 ,  914 , pod assembly  922 B is selectively coupled between outboard pylon  908  and inboard pylon  912  and pod assembly  922 C is selectively coupled between inboard pylon  914  and outboard pylon  910 . Even though  FIG. 13  depicts three passenger pod assemblies being carried by a flying frame of the present disclosure, it should be understood by those skilled in the art that flying frames of the present disclosure may alternatively carry other types of pod assemblies including, but not limited to, fuel pod assemblies, cargo pod assemblies, weapons pod assemblies and the like and combinations thereof. 
     Even though the present disclosure has depicted and described flying frames having a particular structural configuration, it should be understood by those skilled in the art that flying frames of the present disclosure may alternatively have other structural configurations as seen, for example, in  FIG. 14 . In the illustrated embodiment, aircraft  930  includes a flying frame  932  having wing members  934 ,  936  and pylons  938 ,  940  forming airframe  942 . Flying frame  932  also includes a distributed propulsion system  942  depicted as eight independent propulsion assemblies  944 A- 944 H. Flying frame  932  includes a flight control system that may be disposed within a nacelle of distributed propulsion system  944  that communicates with the electronics nodes of each propulsion assembly  944 A- 944 H receiving sensor data from and sending flight command information to the electronics nodes, thereby individually and independently controlling and operating each propulsion assembly  944 A- 944 H. Aircraft  930  has a vertical takeoff and landing mode and a forward flight mode as described herein. In the illustrated embodiment, aircraft  930  includes a pod assembly, illustrated as passenger pod assembly  946 . Unlike previously described flying frames of the present disclosure, flying frame  932  does not include outboard pylons, which may reduce the overall weight of aircraft  930 . 
     Even though the present disclosure has depicted and described aircraft having distributed propulsion systems with independent propulsion assemblies attached to flying frames in a mid wing configuration, it should be understood by those skilled in the art that aircraft of the present disclosure may have distributed propulsion systems with independent propulsion assemblies attached to flying frames in alternative configurations as seen, for example, in  FIG. 15 . In the illustrated embodiment, aircraft  950  includes a flying frame  952  having wing members  954 ,  956 , outboard pylons  958 ,  960  and inboard pylons  962 ,  964  forming airframe  966 . Flying frame  952  also includes a distributed propulsion system  970  depicted as eight independent propulsion assemblies  970 A- 970 H. Flying frame  952  includes a flight control system that may be disposed within a nacelle of distributed propulsion system  970  that communicates with the electronics nodes of each propulsion assembly  970 A- 970 H receiving sensor data from and sending flight command information to the electronics nodes, thereby individually and independently controlling and operating each propulsion assembly  970 A- 970 H. Aircraft  950  has a vertical takeoff and landing mode and a forward flight mode as described herein. In the illustrated embodiment, aircraft  950  includes a pod assembly, illustrated as passenger pod assembly  972 , that is selectively attachable to flying frame  952 . As illustrated, propulsion assemblies  970 A- 970 H are not attached to wing members  954 ,  956  in a mid wing configuration but are instead attached in a high wing configuration to outboard pylons  958 ,  960  and inboard pylons  962 ,  964  which include support assemblies (not visible) that extend below wing member  954  when aircraft  950  is in its illustrated forward flight mode. This configuration of a distributed propulsion system wherein the propulsion assemblies are positioned below the wings may provide greater wing surface area to enhance the aerodynamic performance of aircraft  950 . Propulsion assemblies  970 A- 970 H may have an angle of attack less than that of wing members  954 ,  956 , for example two to five degrees, to further enhance the aerodynamic performance of aircraft  950 . Alternatively and additionally, some or all of propulsion assemblies  970 A- 970 H may be operated with an angle of attack less than that of wing members  954 ,  956  using trust vectoring as discussed herein. As another alternative, propulsion assemblies  970 A- 970 H could be attached to flying frame  952  in a low wing configuration with propulsion assemblies  970 A- 970 H above respective wing members  954 ,  956  or propulsion assemblies  970 A- 970 H could be attached to flying frame  95  using a combination of mid wing configuration, high wing configuration and/or low wing configuration. 
     Even though the present disclosure has depicted and described aircraft having distributed propulsion systems with independent propulsion assemblies having proprotor blades of a uniform design, it should be understood by those skilled in the art that aircraft of the present disclosure may have distributed propulsion systems with independent propulsion assemblies having proprotor blades with different designs as seen, for example, in  FIG. 16 . In the illustrated embodiment, aircraft  980  includes a flying frame  982  having wing members  984 ,  986 , outboard pylons  988 ,  990  and inboard pylons  992 ,  994  forming airframe  996 . Flying frame  982  also includes a distributed propulsion system  1000  depicted as eight independent propulsion assemblies  1000 A- 1000 H. Flying frame  982  includes a flight control system that may be disposed within a nacelle of distributed propulsion system  1000  that communicates with the electronics nodes of each propulsion assembly  1000 A- 1000 H receiving sensor data from and sending flight command information to the electronics nodes, thereby individually and independently controlling and operating each propulsion assembly  1000 A- 1000 H. Aircraft  980  has a vertical takeoff and landing mode and a forward flight mode as described herein. In the illustrated embodiment, aircraft  980  includes a pod assembly, illustrated as passenger pod assembly  1002 , that is selectively attachable to flying frame  982 . 
     Unlike previously described propulsion assemblies of the present disclosure, propulsion assemblies  1000 A- 1000 H have proprotor blades with different designs. As illustrated, the span and chord lengths of the proprotor blades of inboard propulsion assemblies  1000 E- 1000 H are less than the span and chord lengths of the proprotor blades of outboard propulsion assemblies  1000 A- 1000 D. As described herein, significantly more thrust is required during vertical takeoff and landing as compared to forward flight. When maximum thrust is required during vertical takeoff and landing, all propulsion assemblies  1000 A- 1000 D are operated with the larger proprotor blades of outboard propulsion assemblies  1000 A- 1000 D generally having greater lift efficiency and enabling operations with heavier payloads. When reduced thrust is required during forward flight, however, outboard propulsion assemblies  1000 A- 1000 D could be shut down to conserve power with inboard propulsion assemblies  1000 E- 1000 H operating to provide all the required thrust, thereby increasing aircraft endurance. As discussed herein, when outboard propulsion assemblies  1000 A- 1000 D are shut down, the associated proprotor blades may passively fold or be feathered to reduce drag and further improve aircraft endurance. As an alternative or in addition to having proprotor blades of different length, proprotor blades of a distributed propulsion system of the present disclosure could also have different blade twist, different angles of attack in fixed pitch embodiments, different pitch types such as a combination of fixed pitch and variable pitch proprotor blades, different blade shapes and the like. 
     Even though the present disclosure has depicted and described aircraft having straight wings, it should be understood by those skilled in the art that aircraft of the present disclosure may have wings having alternate designs as seen, for example, in  FIG. 17 . In the illustrated embodiment, aircraft  1010  includes a flying frame  1012  having wing members  1014 ,  1016  and pylons  1018 ,  1020  forming airframe  1022 . Flying frame  1012  also includes a distributed propulsion system  1026  depicted as eight independent propulsion assemblies  1026 A- 1026 H attached to flying frame  1012  in a high wing configuration. Flying frame  1012  includes a flight control system that may be disposed within a nacelle of distributed propulsion system  1026  that communicates with the electronics nodes of each propulsion assembly  1026 A- 1026 H receiving sensor data from and sending flight command information to the electronics nodes, thereby individually and independently controlling and operating each propulsion assembly  1026 A- 1026 H. Aircraft  1010  has a vertical takeoff and landing mode and a forward flight mode as described herein. In the illustrated embodiment, aircraft  1010  includes a pod assembly, illustrated as passenger pod assembly  1028 , that is selectively attachable to flying frame  1012 . As illustrated, wing members  1014 ,  1016  are polyhedral wings with wing member  1014  having anhedral sections  1014 A,  1014 B and with wing member  1016  having dihedral sections  1016 A,  1016 B. It is noted that in this design, fuel stored in the anhedral sections  1014 A,  1014 B and dihedral sections  1016 A,  1016 B of wing members  1014 ,  1016  will gravity feed to feed tanks in specific propulsion assemblies  1026 A- 1026 H during forward flight. 
     As another example,  FIG. 18  depicts aircraft  1030  including a flying frame  1032  having wing members  1034 ,  1036  and pylons  1038 ,  1040  forming airframe  1042 . Flying frame  1032  also includes a distributed propulsion system  1046  depicted as eight independent propulsion assemblies  1046 A- 1046 H attached to flying frame  1032  in a high wing configuration. Flying frame  1032  includes a flight control system that may be disposed within a nacelle of distributed propulsion system  1046  that communicates with the electronics nodes of each propulsion assembly  1046 A- 1046 H receiving sensor data from and sending flight command information to the electronics nodes, thereby individually and independently controlling and operating each propulsion assembly  1046 A- 1046 H. Aircraft  1030  has a vertical takeoff and landing mode and a forward flight mode as described herein. In the illustrated embodiment, aircraft  1030  includes a pod assembly, illustrated as passenger pod assembly  1048 , that is selectively attachable to flying frame  1032 . As illustrated, wing member  1034  is an anhedral wing and wing member  1036  is a dihedral wing. 
     Even though the present disclosure has depicted and described aircraft having distributed propulsion systems with independent propulsion assemblies having proprotors with a uniform number of proprotor blades, it should be understood by those skilled in the art that aircraft of the present disclosure may have distributed propulsion systems with independent propulsion assemblies having proprotors with different numbers of blades as seen, for example, in  FIG. 19 . In the illustrated embodiment, aircraft  1050  includes a flying frame  1052  having wing members  1054 ,  1056 , outboard pylons  1058 ,  1060  and inboard pylons  1062 ,  1064  forming airframe  1066 . Flying frame  1052  also includes a distributed propulsion system  1070  depicted as eight independent propulsion assemblies  1070 A- 1070 H. Flying frame  1052  includes a flight control system that may be disposed within a nacelle of distributed propulsion system  1070  that communicates with the electronics nodes of each propulsion assembly  1070 A- 1070 H receiving sensor data from and sending flight command information to the electronics nodes, thereby individually and independently controlling and operating each propulsion assembly  1070 A- 1070 H. Aircraft  1050  has a vertical takeoff and landing mode and a forward flight mode as described herein. In the illustrated embodiment, aircraft  1050  includes a pod assembly, illustrated as passenger pod assembly  1072 , that is selectively attachable to flying frame  1052 . 
     Unlike previously described propulsion assemblies of the present disclosure having proprotors with three blades each, propulsion assemblies  1070 A- 1070 H have proprotor with different numbers of proprotor blades. As illustrated, the proprotors of inboard propulsion assemblies  1070 E- 1070 H each have five proprotor blades and the proprotors of outboard propulsion assemblies  1000 A- 1000 D each have two proprotor blades. As described herein, significantly more thrust is required during vertical takeoff and landing as compared to forward flight. When maximum thrust is required during vertical takeoff and landing, all propulsion assemblies  1070 A- 1070 H are operated. When reduced thrust is required during forward flight, inboard propulsion assemblies  1070 E- 1070 H, with five proprotor blades, could be shut down to conserve power with outboard propulsion assemblies  1000 A- 1000 D, with two proprotor blades, operating to provide all the required thrust. As discussed herein, when inboard propulsion assemblies  1070 E- 1070 H are shut down, the associated proprotor blades may passively fold or be feathered to reduce drag and improve aircraft endurance. 
     Even though the present disclosure has depicted and described aircraft having distributed propulsion systems with an even number of symmetrically positioned independent propulsion assemblies, it should be understood by those skilled in the art that aircraft of the present disclosure may have distributed propulsion systems with other orientations of independent propulsion assemblies as seen, for example, in  FIG. 20 . In the illustrated embodiment, aircraft  1080  includes a flying frame  1082  having wing members  1084 ,  1086 , outboard pylons  1088 ,  1090  and inboard pylons  1092 ,  1094  forming airframe  1096 . Flying frame  1082  also includes a distributed propulsion system  1100  depicted as eight independent propulsion assemblies  1100 A- 1100 H attached to flying frame  1082  in a high wing configuration. Flying frame  1082  includes a flight control system that may be disposed within a nacelle of distributed propulsion system  1100  that communicates with the electronics nodes of each propulsion assembly  1100 A- 1100 H receiving sensor data from and sending flight command information to the electronics nodes, thereby individually and independently controlling and operating each propulsion assembly  1100 A- 1100 H. Aircraft  1080  has a vertical takeoff and landing mode and a forward flight mode as described herein. In the illustrated embodiment, aircraft  1080  includes a pod assembly, illustrated as passenger pod assembly  1102 , that is selectively attachable to flying frame  1082 . As illustrated, aircraft  1080  features a high wing configuration with four propulsion assemblies  1100 D- 1100 G positioned below wing  1086  and three propulsion assemblies  1100 A- 1100 C positioned below wing  1084  forming a nonsymmetrical array of propulsion assemblies. 
     Embodiments of methods, systems and program products of the present disclosure have been described herein with reference to drawings. While the drawings illustrate certain details of specific embodiments that implement the methods, systems and program products of the present disclosure, the drawings should not be construed as imposing on the disclosure any limitations that may be present in the drawings. The embodiments described above contemplate methods, systems and program products stored on any non-transitory machine-readable storage media for accomplishing its operations. The embodiments may be implemented using an existing computer processor or by a special purpose computer processor incorporated for this or another purpose or by a hardwired system. 
     Certain embodiments can include program products comprising non-transitory machine-readable storage media for carrying or having machine-executable instructions or data structures stored thereon. Such machine-readable media may be any available media that may be accessed by a general purpose or special purpose computer or other machine with a processor. By way of example, such machine-readable storage media may comprise RAM, ROM, EPROM, EEPROM, CD-ROM or other optical disk storage, magnetic disk storage or other magnetic storage devices, or any other medium which may be used to carry or store desired program code in the form of machine-executable instructions or data structures and which may be accessed by a general purpose or special purpose computer or other machine with a processor. Combinations of the above are also included within the scope of machine-readable media. Machine-executable instructions comprise, for example, instructions and data which cause a general purpose computer, special purpose computer or special purpose processing machines to perform a certain function or group of functions. 
     Embodiments of the present disclosure have been described in the general context of method steps which may be implemented in one embodiment by a program product including machine-executable instructions, such as program code, for example in the form of program modules executed by machines in networked environments. Generally, program modules include routines, programs, logics, objects, components, data structures, and the like that perform particular tasks or implement particular abstract data types. Machine-executable instructions, associated data structures and program modules represent examples of program code for executing steps of the methods disclosed herein. The particular sequence of such executable instructions or associated data structures represents examples of corresponding acts for implementing the functions described in such steps. 
     Embodiments of the present disclosure may be practiced in a networked environment using logical connections to one or more remote computers having processors. Those skilled in the art will appreciate that such network computing environments may encompass many types of computers, including personal computers, hand-held devices, multi-processor systems, microprocessor-based or programmable consumer electronics, network PCs, minicomputers, mainframe computers, and so on. Embodiments of the disclosure may also be practiced in distributed computing environments where tasks are performed by local and remote processing devices that are linked through a communications network including hardwired links, wireless links and/or combinations thereof. In a distributed computing environment, program modules may be located in both local and remote memory storage devices. 
     An exemplary implementation of embodiments of methods, systems and program products disclosed herein might include general purpose computing computers in the form of computers, including a processing unit, a system memory or database, and a system bus that couples various system components including the system memory to the processing unit. The database or system memory may include read only memory (ROM) and random access memory (RAM). The database may also include a magnetic hard disk drive for reading from and writing to a magnetic hard disk, a magnetic disk drive for reading from or writing to a removable magnetic disk and an optical disk drive for reading from or writing to a removable optical disk such as a CD ROM or other optical media. The drives and their associated machine-readable media provide nonvolatile storage of machine-executable instructions, data structures, program modules and other data for the computer. User interfaces, as described herein may include a computer with monitor, keyboard, a keypad, a mouse, joystick or other input devices performing a similar function. 
     It should be noted that although the diagrams herein may show a specific order and composition of method steps, it is understood that the order of these steps may differ from what is depicted. For example, two or more steps may be performed concurrently or with partial concurrence. Also, some method steps that are performed as discrete steps may be combined, steps being performed as a combined step may be separated into discrete steps, the sequence of certain processes may be reversed or otherwise varied, and the nature or number of discrete processes may be altered or varied. The order or sequence of any element or apparatus may be varied or substituted according to alternative embodiments. Accordingly, all such modifications are intended to be included within the scope of the present disclosure. Such variations will depend on the software and hardware systems chosen and on designer choice. It is understood that all such variations are within the scope of the present disclosure. Likewise, software and web implementations of the present disclosure could be accomplished with standard programming techniques using rule based logic and other logic to accomplish the various processes. 
     The foregoing description of embodiments of the disclosure has been presented for purposes of illustration and description. It is not intended to be exhaustive or to limit the disclosure to the precise form disclosed, and modifications and variations are possible in light of the above teachings or may be acquired from practice of the disclosure. The embodiments were chosen and described in order to explain the principals of the disclosure and its practical application to enable one skilled in the art to utilize the disclosure in various embodiments and with various modifications as are suited to the particular use contemplated. Other substitutions, modifications, changes and omissions may be made in the design, operating conditions and arrangement of the embodiments without departing from the scope of the present disclosure. Such modifications and combinations of the illustrative embodiments as well as other embodiments will be apparent to persons skilled in the art upon reference to the description. It is, therefore, intended that the appended claims encompass any such modifications or embodiments.