阅读说明：本技术 推进系统、具有推进系统的飞机和制造飞机的方法 (Propulsion system, aircraft with a propulsion system and method for producing an aircraft ) 是由 唐纳德·弗兰德 德里克·穆兹池卡 道格拉斯·克鲁兹科 于 2021-04-30 设计创作，主要内容包括：本文教导了飞机的推进系统。推进系统包括但不限于发动机。推进系统还包括但不限于与发动机相关联的外罩。发动机和外罩被配置用于联接到飞机。推进系统还包括但不限于外部发动机部件。推进系统还进一步包括但不限于将外部发动机部件可操作地联接到发动机的联接器。外部发动机部件被配置为在与发动机间隔开的位置处联接到飞机。(A propulsion system for an aircraft is taught herein. The propulsion system includes, but is not limited to, an engine. The propulsion system also includes, but is not limited to, a nacelle associated with the engine. The engine and nacelle are configured for coupling to an aircraft. The propulsion system also includes, but is not limited to, external engine components. The propulsion system still further includes, but is not limited to, a coupler that operably couples the external engine component to the engine. The external engine component is configured to be coupled to the aircraft at a location spaced apart from the engine.)

1. A propulsion system for an aircraft, the propulsion system comprising:

an engine;

a nacelle associated with the engine, the engine and nacelle configured for coupling to the aircraft;

an external engine component; and

a coupler operatively coupling the external engine component to the engine,

wherein the external engine component is configured to be coupled to the aircraft at a location spaced apart from the engine.

2. The propulsion system of claim 1, wherein the housing comprises a nacelle.

3. The propulsion system of claim 1, wherein the engine is free of external engine components.

4. The propulsion system of claim 1, wherein the shroud is free of peripheral protrusions along a longitudinal portion of the shroud corresponding to an entire longitudinal length of the engine.

5. The propulsion system of claim 1, wherein a gap is defined between an inner surface of the nacelle and an entire outer surface of the engine, and wherein a maximum size of the gap is less than a minimum outer dimension of the outer engine component.

6. An aircraft, comprising:

a body;

an airfoil;

a propulsion system coupled to at least one of the fuselage and the wing, wherein the propulsion system comprises:

an engine for a vehicle, the engine having a motor,

a housing associated with the engine and having a plurality of engine ports,

external engine component, and

a coupler operatively coupling the external engine component to the engine,

wherein the external engine component is coupled to the aircraft at a location spaced apart from the engine.

7. The aircraft of claim 6, wherein the outer cover comprises a nacelle.

8. The aircraft of claim 6, wherein the engine and the nacelle are coupled to one of the fuselage and the wing via a pylon.

9. The aircraft of claim 8, wherein the external engine component is mounted within the pylon.

10. The aircraft of claim 8, wherein the external engine component is mounted within the wing.

11. The aircraft of claim 8, wherein the external engine component is mounted within the fuselage.

12. The aircraft of claim 6, wherein the engine and the nacelle are embedded within a portion of the aircraft.

13. The aircraft of claim 12, wherein the external engine component is mounted within the wing.

14. The aircraft of claim 12, wherein the external engine component is mounted within the fuselage.

15. The aircraft of claim 6, wherein the engine is free of external engine components.

16. The aircraft of claim 6, wherein the nacelle is free of peripheral protrusions along a longitudinal portion of the nacelle corresponding to an entire longitudinal length of the engine.

17. The aircraft of claim 6, wherein a gap is defined between an inner surface of the nacelle and an entire outer surface of the engine, and wherein a maximum size of the gap is less than a minimum outer dimension of the outer engine component.

18. A method of manufacturing an aircraft, the method comprising:

obtaining a wing, a fuselage, an engine, a hood, an external engine component, and a coupling;

coupling the wing to the fuselage;

mounting the hood to the engine;

mounting the engine cover and the engine to one of the wing and the fuselage;

mounting the external engine component at a location spaced from the engine; and

coupling the external engine component to the engine via the coupler.

19. The method of claim 18, wherein mounting the engine and the hood to the aircraft comprises: attaching the engine and the hood to one of the wing and the fuselage with a pylon.

20. The method of claim 18, wherein mounting the engine and the hood to the aircraft comprises: embedding the engine and the hood in one of the wing and the fuselage.

Technical Field

The present invention relates generally to aircraft, and more particularly to a propulsion system for an aircraft and a method of manufacturing an aircraft equipped with a propulsion system.

Background

Aircraft performance (e.g., maximum speed; specific fuel consumption at cruise speed) is constrained by drag and other factors. It is therefore desirable to reduce the drag on the aircraft as much as possible. The propulsion system of an aircraft may contribute significantly to the drag acting on the aircraft. The larger the periphery (e.g., diameter) of the propulsion system, the greater the amount of drag that will be placed on the propulsion system. It is therefore desirable that the periphery of the propulsion system of the aircraft is as small as possible.

Some of the components necessary for and/or to assist the operation of the aircraft engine have typically been mounted directly to the outer surface of the aircraft engine and positioned within the Outer Mold Line (OML) of the propulsion system. These components will be referred to herein as "external engine components" and shall include any component that is related to or assists the operation of the engine, typically already mounted to the external surface of the engine and positioned within the OML of the propulsion system. For example, engines typically include an accessory gearbox having line replaceable units (e.g., hydraulic pumps, starters, generators, fuel pumps, etc.), controls (engine electronic controls, igniter boxes, etc.), and boxes (oil, etc.) mounted to the exterior surface of the engine but covered by the nacelle of the propulsion system. Thus, the nacelle has typically been shaped/sized to accommodate these components. This makes the propulsion system more peripheral than it would have if these components were not mounted to the outer surface of the engine. As mentioned above, this has a negative effect on the resistance caused by the propulsion system. However, these components perform vital functions and cannot be simply removed from the propulsion system.

It is therefore desirable to continue to provide the functionality of these components without having to enlarge the periphery of the propulsion system to accommodate them. It is also desirable to provide a method of manufacturing such a propulsion system. Furthermore, other desirable features and characteristics will become apparent from the subsequent summary and the detailed description, and the appended claims, taken in conjunction with the accompanying drawings and the foregoing technical field and background.

Disclosure of Invention

Aircraft propulsion systems, aircraft, and methods of manufacturing aircraft are disclosed herein.

In a first non-limiting embodiment, the propulsion system of the aircraft includes, but is not limited to, an engine. The propulsion system also includes, but is not limited to, a nacelle associated with the engine. The engine and nacelle are configured for coupling to an aircraft. The propulsion system also includes, but is not limited to, external engine components. The propulsion system still further includes, but is not limited to, a coupler that operably couples the external engine component to the engine. The external engine component is configured to be coupled to the aircraft at a location spaced apart from the engine.

In another non-limiting embodiment, the aircraft includes, but is not limited to, a fuselage. Aircraft also include, but are not limited to, wings. The aircraft also includes, but is not limited to, a propulsion system coupled to at least one of the fuselage and the wing. The propulsion system includes, but is not limited to, an engine, a nacelle associated with the engine, an external engine component, and a coupler operatively coupling the external engine component to the engine. The external engine component is coupled to the aircraft at a location spaced apart from the engine.

In yet another non-limiting embodiment, a method of manufacturing an aircraft includes, but is not limited to, the steps of obtaining a wing, a fuselage, an engine, a hood, an external engine component, and a coupling. The method further includes, but is not limited to, the step of coupling the wing to the fuselage. The method further includes, but is not limited to, the step of mounting the hood to the engine. The method further includes, but is not limited to, the step of mounting the hood and engine to one of the wing and the fuselage. The method further includes, but is not limited to, the step of mounting the external engine component in a location spaced from the engine. The method still further includes, but is not limited to, the step of coupling the external engine component to the engine via a coupling.

Drawings

The present invention will hereinafter be described in conjunction with the following drawing figures, wherein like numerals denote like elements, and:

FIG. 1 is a transparent perspective view showing a prior art propulsion system;

FIG. 2 is a transparent perspective view illustrating a non-limiting embodiment of a propulsion system made in accordance with the teachings disclosed herein;

FIG. 3 is a partial schematic illustration of a non-limiting embodiment of an aircraft equipped with the propulsion system of FIG. 2;

FIG. 4 is a partial schematic illustration of an alternative non-limiting embodiment of an aircraft equipped with the propulsion system of FIG. 2;

FIG. 5 is a schematic view of various elements of the propulsion system of FIG. 2; and

FIG. 6 is a block diagram illustrating a non-limiting embodiment of a method of assembling an aircraft according to the teachings disclosed herein.

Detailed Description

The following detailed description is merely exemplary in nature and is not intended to limit the invention or the application and uses of the invention. Furthermore, there is no intention to be bound by any theory presented in the preceding background or the following detailed description.

An improved propulsion system for use with an aircraft is disclosed herein. In a non-limiting embodiment, the propulsion system includes an engine surrounded by a nacelle having an outer mold line. As used herein, the term "outer mold line" refers to the outer periphery of the referenced aircraft or aircraft component or aircraft portion. In a non-limiting embodiment, the propulsion system may be a pod propulsion system mounted to the fuselage or wing of the aircraft by one or more hangers. In other embodiments, the propulsion system may be an embedded propulsion system that is not mounted to the aircraft by a pylon, but is mounted directly to the aircraft, and is fully or partially incorporated into the OML of the wing, fuselage, or both. In other embodiments, other mounting arrangements may be employed without departing from the teachings of the present disclosure.

In a non-limiting embodiment, the engine is mounted within the nacelle such that the nacelle completely surrounds the engine in both the longitudinal and circumferential directions (in other words, the nacelle is an outer tube housing the engine with its longitudinal ends extending beyond the longitudinal ends of the engine). The shape and size of the outer periphery of the outer mold line at each longitudinal position along the nacelle is a direct function of the size of the diameter/periphery of the engine at the corresponding longitudinal position, plus the size of the dimensions of any external engine components attached to the engine at that longitudinal position, plus the annular thickness of the nacelle at that longitudinal position. In non-limiting embodiments, the entire outer surface of the engine may be free of external engine components, or the number of external engine components attached to the outer surface of the engine is minimized. These external engine components may be remotely mounted at other locations on the aircraft, including but not limited to a pylon for mounting the propulsion system to the aircraft, a wing of the aircraft, and a fuselage of the aircraft. Such remote mounting of these external engine components will allow the inner surface of the nacelle to be in contact with or in close proximity to the outer surface of the engine. This in turn allows the outer surface of the nacelle to be correspondingly free of protrusions and projections that are typically required to be present to accommodate/house such external engine components. The absence of such protrusions and/or protuberances allows the outer mold line of the propulsion system to be as small as possible. This in turn reduces the amount of drag that will be placed on the propulsion system and, as a result, on the entire aircraft.

In addition to reducing drag, there are other benefits when external engine components are removed from the outer surface of the engine and relocated to a pylon, wing, fuselage, or elsewhere on the aircraft. For example, when mounted remotely from the engine, such components are exposed to less severe thermal conditions and much lower vibration levels than the environment provided within the nacelle around the engine. Such remote location may also facilitate repair and replacement of such external engine components.

A better understanding of the aircraft and propulsion systems described above, and the method of manufacturing a propulsion system, may be obtained through a review of the illustrations accompanying this application, and a review of the detailed description that follows.

Referring to FIG. 1, a transparent perspective view of a simplified embodiment of a conventional propulsion system 10 is shown. The conventional propulsion system 10 includes a nacelle 12 surrounding an engine 14. An external engine component 16 is attached to the engine 14. Since FIG. 1 presents a simplified embodiment, it should be understood that additional components are typically included in a conventional propulsion system 10, but have been omitted for purposes of simplifying the illustration. For example, in other embodiments, a conventional propulsion system 10 may include a propulsion system inlet, an exhaust nozzle, and one or more additional external engine components 16, as well as many other items/structures/components/machines not required to convey the teachings disclosed herein.

In the illustrated embodiment, the housing 12 extends a length L longitudinally along the longitudinal axis 18₁The nacelle of (1). The outer cover 12 is a tubular structure that longitudinally and circumferentially surrounds the engine 14 and the external engine components 16. The nacelle 12 has an aerodynamic exterior configured to interact with a free stream of air passing over the propulsion system 10 during flight. One goal of the nacelle 12 is to provide a smooth, continuous, uninterrupted surface to avoid creating turbulence in the free flow as it passes over and around the nacelle 12 during flight. Discontinuities in the outer surface of the outer shroud 12 cause disturbances in the free flow, which in turn cause drag (induced drag) acting on the outer surface of the propulsion system 10. This in turn causes induced drag on the aircraft to which propulsion system 10 is attached.

The engine 14 may include any suitable engine configured to consume air and fuel to combine and combust them and generate a high energy directed jet providing thrust as a result of such combustion. For example and without limitation, engine 14 may include a turbofan jet engine, a turboprop jet engine, a turboshaft engine, a ramjet engine, a scramjet engine, a variable cycle turbofan, and a combined cycle propulsion system. The engine 14 extends a length L along the longitudinal axis 18₂. As shown, L₂Less than L₁Thereby establishing a tube-in-tube arrangement with respect to the housing 12. In more complex embodiments, the inlet would be located upstream of the forward-most portion of the engine 14 and fluidly coupled to the forward-most portion of the engine 14 to form a funnel, and in some cases,slowing the free flow of air into the engine 13. Additionally, in more complex embodiments, the nozzle would be located downstream of and fluidly coupled to the final portion of the engine 14 to direct and focus the jet to control the thrust generated. When present, both the inlet and the nozzle will be at least partially longitudinally and circumferentially enclosed within the outer shroud 12.

The external engine component 16 is shown in general appearance and is intended to represent any of a number of components that are conventionally attached to an external surface of an engine (such as the engine 14), provide input to the engine 14 or take output from the engine 14, and facilitate operation of the engine 14 or cooperatively engage with the engine 14. The external engine components 14 may include an accessory gearbox ("AGB"), an accessory gearbox line replaceable unit ("LRU"), an electronic engine controller ("EEC"), and an igniter box. Other external engine components may also include, but are not limited to, a fuel tank, an accumulator, an engine variable geometry flow path actuator, a fluid valve, and a bleed lever. Although only a single external engine component is shown attached to the engine 14 in FIG. 1, it should be understood that more than one external engine component may be attached to an outer surface of the engine 14.

The housing 12 includes a protuberance 20. The protuberances 20 comprise protrusions or protuberances defined by the area of the housing 12 where the outer mold line of the housing 12 expands or radially protrudes from the surrounding surface of the housing 12. The longitudinal and circumferential positions of the ridges 20 correspond to the longitudinal and circumferential positions of the outer engine component 16 on the outer surface of the engine 14. In this manner, the protuberance 20 provides an internal groove or cavity within the outer cover 12 that is intended and configured to accommodate the presence of the external engine component 16. If other external components are attached at other locations around and along the outer surface of the engine 14, additional ridges would be required to accommodate their presence. Alternatively, instead of providing a ridge to accommodate an external engine component, the housing 12 may simply have a larger diameter periphery to provide a large gap between the inner surface of the housing 12 and the outer surface of the engine 14, allowing the external engine component to be attached at any desired location along the outer surface of the engine 14.

The presence of the bump 20 creates a perturbation to the oncoming free flow. When the free stream encounters the bulge 20, it must deviate around the bulge 20. As described above, this flow deviation causes an elevated level of resistance. Similarly, in embodiments that do not employ a bump, but rather enlarge the entire diameter of the outer shroud to accommodate placement of external engine components at any location along the outer surface of the engine 14, there is free flow, while the propulsion system has a larger cross-sectional profile. As with the protuberances 20, a larger cross-sectional profile will also cause an increased level of resistance.

With continued reference to fig. 1, fig. 2 is a transparent perspective view illustrating a simplified embodiment of a propulsion system 30 made in accordance with the teachings of the present disclosure. The propulsion system 30 includes a nacelle 32, an engine 14, an external engine component 16, and a coupling 34. The engine 14 and the external engine components 16 have been discussed in detail above, and for the sake of brevity, these discussions will not be repeated here.

Except for one, the cover 32 is identical to the cover 12. The cover 12 has the protuberances 20, while the cover 32 has no protuberances. Rather, the outer cover 32 has a smooth, aerodynamically continuous, uninterrupted outer surface at the longitudinal and circumferential locations where the outer cover 12 has the protuberances 20. In this manner, the shroud 32 provides less interruption to the free flow of air over and around the propulsion system 30, and therefore senses less resistance. In contrast to the case where the engine 14 of the propulsion system 10 has been equipped with multiple external engine components 16 and where the nacelle 12 has a larger overall diameter to accommodate such additional external engine components, the engine 14 of the propulsion system 30 removes and repositions such external engine components 16 from the outer surface of the engine 14, allowing the nacelle 32 to have a smaller diameter overall outer periphery. As mentioned above, this will result in a reduction of the induced drag acting on the propulsion system 30 during flight. It should be appreciated that while drag reduction is a beneficial result of the teachings disclosed herein, it is not the only benefit of the disclosed configuration. Other benefits may also be obtained. For example, the teachings disclosed herein may be beneficial where it is desired to fit an engine and nacelle into a relatively confined packaging space. Other advantages may also be obtained by applying the teachings contained herein.

The reason for making it possible to omit the protuberance 20 and/or reduce the overall diameter of the outer periphery of the outer cover 32 is to remove the outer engine component 16 from the outer surface of the engine 14 and reposition the component to a remote location spaced from the engine 14. This repositioning is in turn made possible by the use of the coupling 34. The coupling 34 may include any mechanical and/or electrical and/or operative and/or communicative coupling structure, member, device, linkage, or other device that allows for the transmission of force or signals or inputs or outputs or commands between the external engine component 16 and the engine 14. For example and without limitation, the coupling 14 may include wires, coaxial cables, mechanical linkages, wiring harnesses, tubes, tube bundles, conduits, wireless signals, and power take-offs.

This coupling between the external engine component 16 and the engine 14 allows the external engine component 16 to continue to provide its functionality to the engine 14 without being physically mounted thereon. In this manner, coupling 34 enables propulsion system 30 to have all of the functionality of propulsion system 10, but a more streamlined profile, resulting in a measurable reduction in the amount of induced drag caused by the nacelle/nacelle. As described below, the external engine component 16 may be positioned/packaged/mounted at any suitable location on an aircraft equipped with the propulsion system 30.

With continued reference to fig. 1-2, fig. 3 is a partial schematic view of a non-limiting embodiment of an aircraft 40 configured with multiple propulsion systems 30. For ease of illustration, the aircraft 40 has been greatly simplified and many of the features typically included on aircraft have been omitted.

Aircraft 40 includes a fuselage 42, wings 44, and a plurality of propulsion systems 30 (propulsion systems 30)_AAnd a propulsion system 30_B). In the illustrated embodiment, the aircraft 40 comprises a supersonic aircraft, but it should be understood that the teachings disclosed herein are equally applicable to propulsion systems and aircraft configured for subsonic flight. Additionally, although the teachings presented herein are disclosed in the context of an aircraft, it should be understood that they are not limited theretoAnd may also be applied to other types of vehicles.

Fuselage 42 may include any conventional fuselage. Accordingly, the fuselage 42 may be configured to house aircraft passenger cabins, cockpit, cargo compartments, galleys, as well as various other types of compartments and machinery necessary for operation of the aircraft 40. In addition, fuselage 42 may include one or more internal cavities in which machines, components, and devices may be positioned.

The airfoil 44 may comprise any conventional airfoil. Thus, the wing 44 may be configured to house slats, ailerons, fuel tanks, landing gear, flaps, and any other conventional machinery necessary to support the operation of the wing 44 and the aircraft 40. In addition, the airfoil 44 may include one or more internal cavities in which machines, components, and devices may be located.

As shown in FIG. 3, a propulsion system 30_AMounted to fuselage 42 in a pod-type configuration via a pylon 46, and propulsion system 30_BMounted to the wing 44 in a pod-type configuration by a pylon 48. It should be understood that in other embodiments of the aircraft 40, only a single propulsion system may be employed without departing from the teachings of the present disclosure. Further, in embodiments employing multiple propulsion systems, the propulsion systems may be mounted to only one of fuselage 42 or wing 44, but not both, without departing from the teachings of the present disclosure.

Hangers, such as hanger 46 and hanger 48, are well known in the relevant art and are configured to provide structural support to both engine 14 and nacelle 32. Further, the hanger may include one or more internal cavities in which machines, components, and devices may be positioned.

In the embodiment shown in FIG. 3, propulsion system 30_AAnd a propulsion system 30_BAre shown with three external components. Propulsion system 30_AComprising an outer part 50_AOuter member 52_AAnd an outer member 54_AAnd a propulsion system 30_BComprising an outer part 50_BOuter member 52_BAnd an outer member 54_B. It should be understood that in other embodiments, the propulsion train may be used without departing from the teachings of the present disclosureSystem 30_AAnd 30_BThere may be fewer or more external components than shown in fig. 3.

With respect to propulsion system 30_AOuter member 50_AMounted in the cradle 46, an outer member 52_AMounted in fuselage 42, outer member 54_AMounted within the wing 44. Each outer member 50_A、52_AAnd 54_AVia coupling 34 with propulsion system 30_AEngine 14 (b)_AAnd (5) coupling.

Similarly, with respect to propulsion system 30_BOuter member 50_BMounted in the cradle 48, an outer member 52_BMounted in fuselage 42, and outer member 54_BMounted within the wing 44. Each outer member 50_B、52_BAnd 54_BVia coupling 34 with propulsion system 30_AEngine 14 (b)_BAnd (5) coupling.

Passing distance engine 14_AAnd 14_BRemotely locating external component 50_A、52_AAnd 54_AAnd 50_B、52_BAnd 54_BOuter cover 12_AAnd a housing 12_BIs smaller than would be possible if these external engine components had been mounted directly to their respective engines. Such a smaller diameter and/or periphery results in a reduced cross-sectional area in a direction perpendicular to the oncoming free air flow. This reduction in cross-sectional area is best illustrated by dashed lines 56 and 58. If desired, the outer cover 12_AAnd 12_BRespectively accommodate the exterior parts 50_A、52_A、54_AAnd 50_B、52_BAnd 54_BDashed lines 56 and 58 indicate the outer cover 12_AAnd 12_BPart (c) of (a). As shown, repositioning the external engine component to a remote location allows the outer cover 12 to_AAnd 12_BResulting in a significant reduction in the diameter of the propulsion system 30_AAnd 30_BA significant reduction in the resistance applied.

With continued reference to fig. 1-3, fig. 4 is a schematic view of a configuration with multiple propulsion systems 30 (propulsion systems 30)_AAnd a propulsion system30_B) A partial schematic view of an alternative non-limiting embodiment of an aircraft 60. The aircraft 60 is substantially identical to the aircraft 40, except for one, namely the propulsion system 30 of the aircraft 60_AAnd 30_BMounted in a built-in configuration, and the propulsion system 30 of the aircraft 40_AAnd 30_BThe installation is in a pod configuration. In the embodiment shown in FIG. 4, propulsion system 30_AEmbedded in fuselage 62, and propulsion system 30_BEmbedded in the wing 64. In other embodiments, the propulsion system may be specifically embedded in the fuselage of the aircraft or specifically embedded in the wing of the aircraft without departing from the teachings of the present disclosure. In yet another embodiment, a single aircraft may have one or more propulsion systems mounted in a pod-type arrangement and one or more propulsion systems mounted in an embedded arrangement without departing from the teachings of the present disclosure.

Similar to the arrangement shown in FIG. 3, in FIG. 4, the outer engine component 52_AAnd 54_AMounted to fuselage 62 and wing 64, respectively, and coupled to engine 14 via coupling 34_AAnd (5) coupling. Further, an external engine component 52_BAnd 54_BMounted to fuselage 62 and wing 64, respectively, and coupled to engine 14 via coupling 34_BAnd (5) coupling. As described above, remote positioning of such external components allows for the enclosure 32_AAnd 32_BAs shown by dashed lines 66 and 68, respectively. This in turn results in a propulsion system 30_AAnd 30_BA significant reduction in the resistance applied.

With continued reference to fig. 1-4, fig. 5 is a schematic illustration of various elements of a non-limiting embodiment of a propulsion system as taught and described herein. Specifically, FIG. 5 shows, in a schematic cross-sectional representation, a housing 80 disposed about an engine 82. In the illustrated embodiment, nacelle 80 comprises a nacelle and engine 82 comprises a gas turbine engine. A gap 90 is formed between the inner wall 84 of the housing 80 and the outer wall 86 of the engine 82. The gap 90 has a depth G, which in some embodiments may vary slightly in the longitudinal direction (which is represented by the longitudinal axis 88), and in other embodiments may be of a uniform size.

Fig. 5 also shows the outer engine component 92 in a schematic orthogonal view. The external engine component has a height (or thickness) H, a length L, and a width W. As shown, the height H is greater in magnitude than the depth G. Further, the length L is greater in magnitude than the depth G. Further, the width W is larger than the depth G. Thus, the outer engine component 92 cannot fit within the gap 90, regardless of angle or orientation, and therefore cannot be mounted to the outer surface of the engine 82. To allow the outer engine component 92 to be mounted directly to the outer surface 86, the size of the gap 90 will need to be increased until it is at least slightly larger than the smallest dimension of the outer engine component 92. Relatedly, removing the outer motor member 92 from the outer wall 86 and repositioning the outer motor member 92 to a remote location is why it is possible to have the gap 90 with the small size shown. In other words, the mounting of the outer engine component 92 in spaced relation to the engine 82 allows the outer cover 80 to be "shrink wrapped" around the engine 82. This in turn allows the housing 80 to exist with as small a cross-sectional profile as possible for the proximate free flow of air. In this way, the arrangement helps to reduce overall drag, increase specific fuel consumption, and increase the range of any aircraft to which the illustrated propulsion system is attached.

With continued reference to fig. 1-5, fig. 6 is a block diagram illustrating a method 100 for manufacturing an aircraft. It should be understood that the number of method steps shown is not limiting and that methods having a greater number of steps may also be employed without departing from the teachings of the present disclosure. Further, the order in which the method steps are depicted is not intended to be limiting, and the method steps may in fact be practiced/performed in one or more different orders without departing from the teachings of the present disclosure.

At step 102, wings, fuselages, engines, hoods, external engine components, and couplings are obtained. These components may include the components discussed above with respect to fig. 1-5 and their corresponding discussion, or alternative embodiments and/or variations thereof may be obtained without departing from the teachings of the present disclosure.

At step 104, the wing and the fuselage are coupled together. This is well known in the relevant art, and any suitable method for joining the two components may be employed without departing from the teachings of the present disclosure.

At step 106, the hood is mounted to the engine. This is well known in the relevant art, and any suitable method for joining the two components may be employed without departing from the teachings of the present disclosure.

At step 108, the hood and engine are mounted to the wing or fuselage. If multiple hoods and multiple engines are to be installed, one or more may be mounted to the wing and one or more may be mounted to the fuselage.

At step 110, an external engine component is installed in a location spaced apart from the engine. In some embodiments, the external engine component may be mounted to a pylon for use in mounting the propulsion system to an aircraft in a pod-type configuration. In other embodiments, the external engine component may be mounted to the fuselage of the aircraft. This arrangement may be employed regardless of whether the propulsion system is mounted to the aircraft in a pod-type arrangement or whether the propulsion system is mounted to the aircraft in an embedded arrangement. In other embodiments, the external engine component may be mounted to a wing of the aircraft. Also, such an arrangement may be employed regardless of whether the propulsion system is mounted to the aircraft in a pod-type arrangement or whether the propulsion system is mounted to the aircraft in an embedded arrangement. In yet another embodiment where multiple external engine components are remotely mounted, any combination of the foregoing mounting arrangements may be employed without departing from the teachings of the present disclosure.

At step 112, an external engine component is coupled to the engine using the coupling. If multiple engine components are remotely mounted to the aircraft, a corresponding number of couplers may be employed to couple each external engine component to the engine.

While at least one exemplary embodiment has been presented in the foregoing detailed description, it should be appreciated that a vast number of variations exist. It should also be appreciated that the exemplary embodiment or exemplary embodiments are only examples, and are not intended to limit the scope, applicability, or configuration of the invention in any way. Rather, the foregoing detailed description will provide those skilled in the art with a convenient road map for implementing the exemplary embodiment or exemplary embodiments as contemplated herein. It being understood that various changes may be made in the function and arrangement of elements described in an exemplary embodiment without departing from the scope of the invention as set forth in the appended claims.