Aircraft engine nacelle fairing mechanism

Abstract

An aircraft propulsion system, comprising: an engine assembly including a fan that moves air; and a nacelle that, when in a closed position, surrounds at least a portion of the engine assembly. The nacelle includes an outer surface disposed away from the engine assembly, the outer surface providing an aerodynamic surface. The aircraft propulsion system further includes a nacelle mechanism connected to the nacelle and configured to guide the nacelle from the closed position to an open position along a movement path. In the open position, the entire nacelle is arranged further away from a horizontal plane passing through the rotational axis of the fan than in the closed position.

Description

[0001] Cross - reference to related applications

[0002] This application claims priority to U.S. Provisional Application No. 62 / 940,079, filed on November 25, 2019, the entire content of which is incorporated herein by reference. Technical Field

[0003] The present disclosure generally relates to a nacelle fairing for an aircraft engine / aircraft propulsion system, and more particularly to a mechanism for opening and closing the nacelle fairing. Background Art

[0004] The "Background Art" description provided herein is for the purpose of generally presenting the context of the present disclosure. To the extent described in this background art section, the work of the presently named inventors and aspects that may not constitute prior art at the time of filing are neither expressly nor implicitly admitted as prior art with respect to the present invention.

[0005] An aircraft propulsion system includes one or more engines having a rotating fan and a nacelle fairing structure that surrounds at least a portion of the fan in a closed position. As Fig.39A and Fig.39B shown, a short - duct, separate - flow nacelle 3900 and a long - duct, mixed - flow nacelle 3914 each include an inlet 3902 at the front end, a fan cowl 3904 disposed rearward of the inlet 3902, and a ducted cowl 3906 (including a fan duct 3908) rearward of the fan cowl 3904. The ducted cowl 3906 may include a thrust - reversing mechanism such as a thrust reverser. The nacelle structure wraps around the engine 3912 to provide an outer surface that protects engine components (e.g., engine electrical components) from the environment and reduces aerodynamic drag. The aircraft propulsion system is supported by a pylon 3910. The ducted cowl 3906 provides an internal duct to effectively direct air to provide forward thrust during normal flight operations and may, in some cases, include a reverse mechanism to direct the airflow direction to slow the aircraft during landing and act as a thrust reverser. Maintenance personnel need access to engine components disposed inside or below the nacelle fairing. Summary of the Invention

[0006] The Summary of the Invention is provided to introduce in a simplified form some concepts that will be further described in the Detailed Description below. The Summary of the Invention is not intended to identify key features or essential features of the claimed subject matter, nor is it intended to be used to limit the scope of the claimed subject matter. Moreover, the claimed subject matter is not limited to limitations that solve any or all of the disadvantages noted in any part of the present disclosure.

[0007] An aircraft propulsion system may include an engine assembly that includes a fan that rotates to move air; a nacelle that, when in a closed position, encloses at least a portion of the engine assembly, the nacelle including an outer surface that is disposed away from the engine assembly and provides an aerodynamic surface; and a nacelle mechanism that is connected to the nacelle and is configured to guide the nacelle from the closed position to an open position along a movement path, wherein in the open position, an entire portion of the nacelle is disposed further from a horizontal plane passing through an axis of rotation of the fan than in the closed position.

[0008] The aircraft propulsion system may further include a movement path defined by movement of a point on the outer surface of the nacelle, the movement path including a straight line during a first portion of the movement path from the closed position to the open position and the movement path including a curve during a second portion of the movement path from the closed position to the open position, the second portion being further from the closed position than the first portion.

[0009] In the open position, an entire portion of the nacelle moves away from the horizontal plane by a distance that is at least equal to an outer radius of an engine core of the engine assembly. The nacelle may include an upper nacelle that surrounds an upper portion of the engine assembly and a lower nacelle that surrounds a lower portion of the engine assembly. In the closed position, the upper nacelle and the lower nacelle may be configured to be latched to each other along the horizontal plane by at least one latch. The nacelle mechanism may further include an upper nacelle mechanism attached to the upper nacelle, a lower nacelle mechanism attached to the lower nacelle, and an intermediate link that connects the upper nacelle to the lower nacelle. Additionally, the nacelle mechanism may be configured to simultaneously move a second one of the upper nacelle and the lower nacelle along the movement path when a first one of the upper nacelle and the lower nacelle is caused to move along the movement path by an external force.

[0010] The nacelle mechanism may be configured to balance the weights of the upper nacelle and the lower nacelle such that the external force required to move the upper nacelle and the lower nacelle along the movement path is less than a maximum force that can be manually and safely applied by a single person.

[0011] The nacelle mechanism may guide the nacelle between the open position and the closed position along the movement path such that no portion of the nacelle extends beyond a clearance plane at any position along the movement path, and the clearance plane extends vertically through an intersection point that is the point on the outer surface of the nacelle in the closed position that is closest to an obstacle.

[0012] The engine assembly may further include a V-shaped groove, and the cowling may include V-shaped vanes configured to engage with the V-shaped groove in the closed position, and the cowling mechanism may be configured to direct the cowling along a vertical direction in the movement path from the closed position towards the open position, at least until the V-shaped vanes are completely out of the V-shaped groove.

[0013] The open position may be the position of the cowling that makes the part of the engine assembly accessible to perform maintenance functions.

[0014] Making the engine assembly accessible to perform the maintenance function may include moving the cowling to a sufficient extent to perform at least one of the following without removing the cowling from the aircraft including the aircraft propulsion system: direct visual inspection of a part of the engine assembly, inspection of a part of the engine assembly using a non-flexible, straight borescope, inspection of a part of the engine assembly using a flexible borescope, removal of a part of the engine assembly from the aircraft, and removal of the entire part of the engine assembly from the aircraft.

[0015] The cowling mechanism may be configured to direct the cowling along the movement path such that in the open position, the cowling rotates less than 45 degrees from the closed horizontal position.

[0016] The cowling mechanism may further include at least two linkages configured to change the positions of the at least two linkages relative to each other when the cowling moves between the closed position and the open position, and the cowling mechanism may further include a locking device configured to be attached to the at least two linkages when installed to prevent the at least two linkages from changing positions relative to each other, and the locking device prevents the cowling from moving away from the open position when installed. The cowling may include a thrust reverser configured to adjustably change the direction of movement of the air. The cowling mechanism may be attached to a pylon of the aircraft. Description of the Drawings

[0017] The scope of the present disclosure is best understood from the following detailed description of exemplary embodiments when read in conjunction with the accompanying drawings, wherein:

[0018] Figure 1A is an isometric view of an aircraft propulsion system 100 according to an embodiment of the present invention;

[0019] Figure 1B is a rear view of the aircraft propulsion system 100 in the open position according to an embodiment of the present invention;

[0020] Figure 1C is a rear view of an aircraft propulsion system 100 in a closed position according to an embodiment of the present invention;

[0021] Figure 1D is a rear view of an aircraft propulsion system 100 in an open position according to an embodiment of the present invention;

[0022] Figure 2 is a cross-sectional view of an aircraft propulsion system 100 according to an embodiment of the present invention;

[0023] Figure 3 is a front view of a fairing mechanism 102 according to an embodiment of the present invention;

[0024] Figure 4A is a view of an upper fairing mechanism 102a according to an embodiment of the present invention;

[0025] Figure 4B is a view of a lower fairing mechanism 102b according to an embodiment of the present invention;

[0026] Figure 5 is an isometric view of a fairing mechanism 102 according to an embodiment of the present invention;

[0027] Fig. 6A is a view of a fairing mechanism 102 in a closed position according to an embodiment of the present invention;

[0028] Figure 6B is a view of a fairing mechanism 102 in a position between a closed position and an open position according to an embodiment of the present invention;

[0029] Figure 6C is a view of a fairing mechanism 102 in a position between a closed position and an open position according to an embodiment of the present invention;

[0030] Fig.6D is a view of a fairing mechanism 102 in a position between a closed position and an open position according to an embodiment of the present invention;

[0031] Fig. 6E is a view of a fairing mechanism 102 in an open position according to an embodiment of the present invention;

[0032] Fig. 7A is a front view of an upper fairing mechanism 102a in a closed position according to an embodiment of the present invention;

[0033] Figure 7B is a view of an upper fairing mechanism 102a in a closed position;

[0034] Fig. 8A Front view of the upper fairing mechanism 102a in a position between the closed position and the open position according to an embodiment of the present invention;

[0035] Figure 8B is in Fig. 8A View of the upper fairing mechanism 102a in the position of

[0036] Fig.9A Front view of the upper fairing mechanism 102a in a position between the closed position and the open position according to an embodiment of the present invention;

[0037] Fig. 9B is in Fig.9A View of the upper fairing mechanism 102a in the position of

[0038] Fig. 10A Front view of the upper fairing mechanism 102a in a position between the closed position and the open position according to an embodiment of the present invention;

[0039] Fig. 10B is in Fig. 10A View of the upper fairing mechanism 102a in the position of

[0040] Fig.11A Front view of the upper fairing mechanism 102a in the open position according to an embodiment of the present invention;

[0041] Fig. 11B View of the upper fairing mechanism 102a in the open position;

[0042] Fig. 12A Front view of the lower fairing mechanism 102b in the closed position according to an embodiment of the present invention;

[0043] Fig. 12B View of the lower fairing mechanism 102b in the closed position;

[0044] Fig.13A Front view of the lower fairing mechanism 102b in a position between the closed position and the open position according to an embodiment of the present invention;

[0045] Fig. 13B is in Fig.13A View of the lower fairing mechanism 102b in the position of

[0046] Fig.14A Front view of the lower fairing mechanism 102b in a position between the closed position and the open position according to an embodiment of the present invention;

[0047] Fig. 14B is in Fig.14A View of the lower fairing mechanism 102b at the position of

[0048] Fig.15A Front view of the lower fairing mechanism 102b in a position between the closed position and the open position according to an embodiment of the present invention;

[0049] Fig. 15B is at Fig.15A View of the lower fairing mechanism 102b at the position of

[0050] Fig.16A Front view of the lower fairing mechanism 102b in the open position according to an embodiment of the present invention;

[0051] Fig. 16B View of the lower fairing mechanism 102b in the open position according to an embodiment of the present invention;

[0052] Fig.17A Front view of the intermediate link mechanism 102c in the closed position according to an embodiment of the present invention;

[0053] Fig. 17B Front view of the intermediate link mechanism 102c in a position between the closed position and the open position according to an embodiment of the present invention;

[0054] Fig. 17C Front view of the intermediate link mechanism 102c in a position between the closed position and the open position according to an embodiment of the present invention;

[0055] Fig.17D Front view of the intermediate link mechanism 102c in a position between the closed position and the open position according to an embodiment of the present invention;

[0056] Fig.17E Front view of the intermediate link mechanism 102c in the open position according to an embodiment of the present invention;

[0057] Fig.18A Front view of the intermediate link mechanism 102c in the closed position according to an embodiment of the present invention;

[0058] Fig.18B View of the intermediate link mechanism 102c in the closed position;

[0059] Fig.19A Front view of the intermediate link mechanism 102c in a position between the closed position and the open position according to an embodiment of the present invention;

[0060] Fig.19B is at Fig.19AView of the intermediate link mechanism 102c at the position;

[0061] Fig. 20A is a front view of the intermediate link mechanism 102c in a position between the closed position and the open position according to an embodiment of the present invention;

[0062] Fig. 20B is at Fig. 20A View of the intermediate link mechanism 102c at the position;

[0063] Fig.21A is a front view of the intermediate link mechanism 102c in a position between the closed position and the open position according to an embodiment of the present invention;

[0064] Fig. 21B is at Fig.21A View of the intermediate link mechanism 102c at the position;

[0065] Fig.22A is a front view of the intermediate link mechanism 102c in the open position according to an embodiment of the present invention;

[0066] Fig. 22B is a view of the intermediate link mechanism 102c in the open position according to an embodiment of the present invention;

[0067] Fig.23 is a cross-sectional view of the attachment point according to an embodiment of the present invention;

[0068] Fig.24 is a cross-sectional view of the attachment point according to an embodiment of the present invention; Fig.25 is a cross-sectional view of the attachment point according to an embodiment of the present invention; Fig.26 is a side view of the link arm 1712 according to an embodiment of the present invention;

[0069] Fig.27A is a view of the perspective line 2210 of the connection point on the link arm 1712 according to an embodiment of the present invention;

[0070] Fig.27B is Fig.27A Isometric view of the connection point in;

[0071] Fig.28A is a front view of the upper fairing mechanism 102a for installing / enabling the locking feature according to an embodiment of the present invention;

[0072] Fig.28B is along Fig.28A Cross-sectional view along line A-A in;

[0073] Fig.28C is Fig.28BIsometric view of the nut plate 2802 in;

[0074] Fig.29 Is a side view of the arrangement of two fairing mechanisms 102 according to an embodiment of the present invention;

[0075] Fig.30 Is an isometric view of the aircraft engine assembly 100 according to an embodiment of the present invention;

[0076] Fig.31A Is a side view of the aircraft engine assembly 100 according to an embodiment of the present invention;

[0077] Fig.31B Is a front view cross-sectional view of the aircraft engine assembly 100 according to an embodiment of the present invention;

[0078] Fig.32 Is a detailed view of the Hold Open Rod (HOR) according to an embodiment of the present invention;

[0079] Fig.33 Is a rear view of the T-type installation close-coupled engine configuration according to an embodiment of the present invention;

[0080] Fig.34 Is a rear view of the tail-mounted close-coupled engine configuration according to an embodiment of the present invention;

[0081] Fig.35A Is an isometric view of the aircraft engine assembly 100 according to an embodiment of the present invention;

[0082] Fig.35B Is when the upper fairing 104 is closed from Fig.35A The detailed cross-sectional view seen from the perspective 3506 in;

[0083] Fig.36A Shows a conventional fairing opening mechanism with the HOR in the open position;

[0084] Fig.36B Shows an aircraft propulsion system 100 with the HOR in the open position according to an embodiment of the present invention;

[0085] Fig.37A Is a front view comparison view showing the corresponding positions of an open conventional fairing and an open fairing according to an embodiment of the present invention;

[0086] Fig.37B Is Fig.37A The detailed view of the comparison in;

[0087] Fig.38 Is a rear view of an aircraft propulsion system with a conventional fairing opening mechanism;

[0088] Fig.39A is a side view of a conventional aircraft propulsion system; and

[0089] Fig.39B is a side view of a conventional aircraft propulsion system.

[0090] Other applications of the present disclosure will become apparent from the detailed description provided below. It should be understood that the detailed description of the exemplary embodiments is for illustrative purposes only and is not necessarily intended to limit the scope of the present disclosure. DETAILED DESCRIPTION

[0091] Figure 1A -D shows an aircraft propulsion system 100 that includes an engine / fan assembly 110, an inlet 108, an upper fan cowl 142, a lower fan cowl 144, an upper cowl 104, and a lower cowl 106. According to an embodiment of the present invention, the upper cowl 104 and the lower cowl 106 are configured to be guided between an open and a closed position by a cowl mechanism 102. In the open position, the cowl mechanism 102 further supports and holds the upper cowl 104 and the lower cowl 106 in place against gravity. In the present embodiment, the upper cowl 104 and the lower cowl 106 are ducted cowl structures, such as ducted cowl 3906. In some embodiments, the upper cowl 104 and the lower cowl 106 may include thrust reverser components to deflect the airflow, such as to slow the forward movement of the aircraft. In the closed position, the outer surfaces of the upper cowl 104 and the lower cowl 106 provide an aerodynamic airflow surface for use during flight of the aircraft. When the upper cowl 104 and the lower cowl 106 are in the open position using the cowl mechanism 102, a maintenance access is provided to portions of the engine / fan assembly 110, including engine components, such as the engine core, air valves, and ducts, pylon hydraulics, connection interfaces from the engine to the pylon system, and electrical and / or drain line connections, to perform maintenance activities and / or inspections.

[0092] For example, in the open position, maintenance activities may include removing a part or all of the engine / fan assembly 110 from the aircraft without removing the upper cowl 104 and / or the lower cowl 106 from the aircraft. Alternatively, maintenance activities may include visually inspecting a part of the engine / fan assembly 110 or an inner surface portion of the upper cowl 104 or the lower cowl 106 facing the engine / fan assembly 110. Such maintenance actions may alternatively include visual inspection with the human eye, with a straight (non-flexible) borescope, with a flexible borescope, and / or with a remotely controlled camera.

[0093] In this example, two nacelle mechanisms 102 are shown as being included in an aircraft propulsion system 100. However, as required, the present invention also includes embodiments where each aircraft engine assembly 100 includes only one or more than two nacelle mechanisms 102. Additionally, according to this embodiment, an upper nacelle 104 and a lower nacelle 106 that may include thrust reverser components are opened and closed using the nacelle mechanisms 102. However, the present invention also includes configurations where other components (such as one or more of the fan nacelles 142 / 144 / 3904) are included in the upper nacelle 104 and the lower nacelle 106, and these components are opened and closed under the guidance of these nacelle mechanisms 102.

[0094] As Figure 1D Further shown, in a side or fuselage-mounted propulsion system 100 mounted on a pylon 114 that extends laterally away from the fuselage 116, the nacelle mechanism 102 provides maintenance access to the engine / fan assembly 110 without allowing an open nacelle portion to extend beyond a clearance plane 118. The clearance plane 118 represents the maximum offset of any part of the upper nacelle 104 or the lower nacelle 106 in the direction towards the fuselage 116 (or other obstacles such as struts or other engines) when the upper nacelle 104 and the lower nacelle 106 move between a closed position ( Figure 1C ), and an open position ( Figure 1B ). The clearance plane 118 is spaced from the fuselage by a clearance distance 112 in the direction of the pylon 114, and the clearance plane 118 extends parallel to the axis of rotation of the fan in the aircraft engine assembly 100. In Figure 1B , Figure 1C and Figure 1D , the inboard direction 130 is to the left, the outboard direction 132 is to the right, and the vertical direction 138 is up / down.

[0095] According to the illustrated embodiment, the clearance plane 118 extends in a vertical (up / down) direction and includes an intersection point 136. In the illustrated embodiment, the intersection point 136 is the point on the outer surface of the upper nacelle 104 in the closed position that is closest to the obstacle (e.g., the fuselage 116, an adjacent engine, or a strut 3310). The present invention also includes alternative embodiments where, when the fan nacelle is fully closed, the intersection point 136 is the point on the outer surface of the upper fan nacelle 142 that is closest to the obstacle. In another embodiment, the intersection point 136 is the point where the outer airflow surface across the upper nacelle 104 and one or more of the fan nacelles 142 meets the pylon airflow surface across the pylon 114.

[0096] The fairing mechanism 102 is configured to guide the upper fairing 104 and the lower fairing 106 along a movement path between a closed position and an open position. A first portion of the movement path that is closer to the closed position than the open position includes guiding the upper fairing 104 and the lower fairing 106 in a vertical movement direction 138. A second portion of the movement path that is closer to the open position than the closed position includes a curved path that guides the upper fairing 104 and the lower fairing 106 away from a gap plane and potential obstacles (e.g., at least partially in an outer direction 132 as in Figure 1B ). When first moving from the closed position towards the open position, the fairing mechanism 102 guides the upper fairing 104 and the lower fairing 106 to move linearly in the vertical movement direction. The vertical movement direction is preferably within 5 degrees of the pure vertical direction, and preferably within 1 degree of the pure vertical direction. The pure vertical direction can be defined relative to the waterline WL ground plane, or relative to a plane passing through the axis of rotation of the engine / fan parallel to the ground.

[0097] Alternatively, when first moving from the closed position towards the open position, the fairing mechanism 102 guides the movement of the upper fairing 104 and the lower fairing 106 as a curved path having a radius of curvature greater than the radius of curvature in the second portion of the movement path.

[0098] From the fully open position, as Figure 1B shown, the lower fairing 106 can be lifted by applying an upward pressure at positions along the outer surface of the lower fairing 106, such as at lift positions 120 and / or 124. When the lower fairing 106 is raised, the fairing mechanism 102 can cause the upper fairing 104 to lower a corresponding distance simultaneously.

[0099] Fig.35A An example of the upper fairing 104 having V-shaped vanes 3502 arranged along the front end of the upper fairing 104 when the upper fairing 104 is in a position between closed and open is shown. Fig.35B is a detailed cross-sectional view taken from a perspective 3506 as in Fig.35A when the upper fairing 104 is closed. The V-shaped vanes 3502 engage with V-shaped grooves 3508 on the engine, and the engagement of the V-shaped vanes with the V-shaped grooves is maintained by latching the upper fairing 104 to the lower fairing 106. For proper engagement of the V-shaped vanes with the V-shaped grooves, the fairing mechanism 102 guides the upper fairing 104 and the lower fairing 106 to separate from each other in a vertical direction 138 that is perpendicular to the outer dividing line 128, which is the WL plane, e.g., passing through the axis of rotation of the engine.

[0100] Traditional fairing opening mechanisms include traditional single-axis hinges, and as Fig.38 shown in the comparative example of

[0101] Fig.33

[0102] Fig.34 this traditional fairing opening mechanism can cause the upper fairing 3804 to rotate along a circular path 3808 about the axis of the traditional hinge 3817, and can cause the lower fairing 3806 to rotate along a circular path about the axis of the traditional hinge 3819. Thus, due to the access requirements in the traditional opening mechanism system, the upper fairing 3804 and the lower fairing 3806 must rotate extreme angles that cause the upper fairing 3804 and the lower fairing 3806 to extend beyond the clearance plane 118, thereby requiring a longer pylon 114. In the case of not opening the upper and lower fairings by a sufficient amount of rotation from the closed position, for example, in the case of not opening the fairing more than 45 - 65 degrees from the closed position, it may be difficult to access the area between the pylon and the engine for maintenance purposes using the traditional opening mechanism. The open position of this traditional opening mechanism system can drive the engine centerline relative to the designed position of the aircraft to ensure sufficient clearance between the outer surface of the open thrust reverser fairing and the fuselage. Thus, using the traditional opening mechanism system, it may be necessary to extend the length of the pylon structure length 112 to provide sufficient fairing opening clearance. This length extended from the fuselage must be strong enough (e.g., using stronger, more expensive, and heavier materials) to adequately support the cantilever loads from the propulsion system, which may lead to an adverse increase in the total weight and cost of the aircraft. In addition, this extension may adversely increase the outer surface area that generates drag during aircraft operation. Additionally, the large opening angles required for the fairings in the conventional mechanism may adversely expose the fairings to significant stresses from the environment (e.g., wind loads).

[0101] Fig.33 An embodiment of a T-shaped pylon configuration used in a propulsion system mounted on the underside of a wing including aircraft engine assemblies 3312 and 3314 (each corresponding to a propulsion system 100 including a fairing mechanism 102) is shown, each propulsion system having an upper fairing 104 and a lower fairing 106 shown in fully open positions 3304 and 3318, respectively, and also shown in fully closed positions 3306 and 3320, respectively. In the T-shaped pylon configuration, the engine vertical centerlines 3322 are arranged in close proximity to each other (e.g., typically less than 2 engine fan diameters 140 apart, and preferably less than 1 engine fan diameter 140 apart) to minimize the length of the pylon extension surface 3316 and to minimize the above-mentioned adverse cantilever loads.

[0102] Fig.34An embodiment of a tail-mounted configuration is shown, in which the vertical centerlines 3418 of aircraft engine assemblies 3304 and 3406 (each corresponding to a propulsion system 100 including a nacelle mechanism 102) are mounted close to each other (e.g., typically separated by less than 2 engine fan diameters, and preferably separated by less than 1 engine fan diameter) on opposite sides of the aircraft fuselage tail 3402. The upper nacelle 3408 in the open position and the lower nacelle 3416 in the open position do not interfere with the obstacles created by the aircraft fuselage tail 3402.

[0103] Traditionally, for an under-wing mounted configuration with a T-shaped pylon, long-duct mixed-flow nacelles have been used with traditional opening mechanisms. The length of such traditional nacelles is typically longer than that of short-duct, separate-flow nacelles. Therefore, traditional pylons typically associated with long-duct mixed-flow nacelles tend to be longer in the axial direction, which can drive weight and increase the length and surface area of the nacelle, which can create greater air drag on the aircraft. Embodiments of the present invention can minimize the adverse weight, length, and surface area conditions of such traditional methods. Additionally, using embodiments of the opening mechanism 102, a closely coupled T-shaped pylon under the wing structure can reduce or eliminate the pylon extension surface 3316 extending from the nacelle to the fuselage or other support structure.

[0104] Figure 2 A cross-sectional view of an aircraft propulsion system 100 is shown (viewed along the axial direction of the aircraft engine fan, with the inner direction to the right and the outer direction to the left in the figure), which shows a side view of the nacelle mechanism 102 in the fully closed position. The nacelle mechanism 102 is attached to an upper nacelle 104 including an upper nacelle fan duct 202a and an upper nacelle sidewall 206a. The nacelle mechanism 102 is also attached to a lower nacelle 106 including a lower nacelle fan duct 202b and a lower nacelle sidewall 206b. Additionally, the nacelle mechanism 102 is attached to an upper pylon attachment fixture 204a and a lower pylon attachment fixture 204b, each of which is fixedly attached to a portion of the aircraft structure (e.g., a pylon).

[0105] Figure 3 A front view of the nacelle mechanism 102 in an aircraft propulsion system is shown in the left-hand (LH) position (relative to a forward-facing pilot sitting in the cockpit). The pylon, strut, and fuselage are located Figure 3 on the right side. Figure 3The fairing mechanism 102 is in a fully open position corresponding to the open positions of the upper fairing 104 and the lower fairing 106. The fairing mechanism 102 includes an upper fairing mechanism 102a and may include an optional lower fairing mechanism 102b which is connected to the upper fairing mechanism 102a by an optional intermediate link mechanism 102c. Alternatively, the fairing mechanism 102 may include only one of the upper fairing mechanism 102a and the lower fairing mechanism 102b.

[0106] Figure 4A A side view of the upper fairing mechanism 102a is shown, which includes an upper inner fairing fork link 304a, an upper outer fairing fork link 302a, upper front and rear drive rods 310a, an upper connector plate 312a, an upper inner hanger fork link 308a, an upper outer hanger fork link 306a, and pins 314a, 316a, 318a, 320a, 322a, 324a, 326a and 328a. The upper ends of the upper inner fairing fork link 304a and the upper outer fairing fork link 302a are each connected to the upper fairing 104 through through-hole attachment points 330a by the fairing structure. The lower end of the upper inner fairing fork link 304a (corresponding to 2308) is forked with two lugs 2316 and 2318. As Fig.23 Further shown, the first lug 2316 extends on the front side (along the aircraft movement direction) of the upper connector plate 312a, and the second lug 2318 extends on the rear side (along the aircraft movement direction) of the upper connector plate 312a. The first lug 2316 and the second lug 2318 include coaxially aligned holes for attachment by a pin 320 (corresponding to 2306) passing through corresponding holes in the connector plate 312 (corresponding to the upper connector plate 312a and the lower connector plate 312b).

[0107] As Fig.25 Further shown in the detailed view of, the first pin 322a (corresponding to pin 2504) extends through the first lug 2502 (corresponding to 2316) and the front drive rod 310a (602), and the second pin 322a extends through the second lug 2502 (corresponding to 2318) and the rear drive rod 310a (604). The lower end of the upper outer hanger fork link 306a is connected to the upper hanger attachment fixture 204a by a pin 328a, for example as Fig.24 shown in the detailed view of. The upper end of the upper outer hanger fork link 306a is forked with two lugs extending on the front and rear sides of the upper connector plate 312a and is attached by a pin 314a which extends through the lugs and corresponding coaxial holes in the upper connector plate 312a. One lug is attached to the front drive rod 310a (602) by a front pin 324a extending through the lug and the front drive rod 310a (602), for example as Fig.25as shown in the detailed view. Another lug is attached to the rear drive rod 310a(604) by a tail pin 324a that extends through the lug and the rear drive rod 310a(604), as Fig.25 shown. The upper inner fairing fork link 308a includes an upper end portion 404a and a lower end portion 406a. The upper end portion 404a extends from the fairing attachment point (where the pin 326a attaches the upper inner fairing fork link 308a to the fairing attachment fixture 204a) to the connection point with the upper connector plate 312a. The lower end portion 406a extends from the fairing connection point to the connection point with the intermediate link mechanism 102c at the pin 332a.

[0108] The upper fork of the upper end portion 404a is provided with lugs 2316 / 2318 that extend on the front and rear sides of the upper connector plate 312a and are attached by a pin 316a that extends through the corresponding coaxial holes in the lugs 2316 / 2318 and the upper connector plate 312a, such as Fig.23 shown in the detailed view. The upper inner fairing fork link 308a is rotatably attached to the upper fairing attachment fixture 204a by a pin 326a at the fairing attachment point. The lower end of the lower end portion 406a is attached to the intermediate link mechanism 102c by a pin 332a.

[0109] Figure 4B A side view of the lower fairing mechanism 102b is shown, which includes a lower inner fairing fork link 308b, a lower outer fairing fork link 306b, a lower drive rod 310b, a lower connector plate 312b, a lower inner fairing fork link 304b, a lower outer fairing fork link 302b, and pins 314b, 316b, 318b, 320b, 322b, 324b, 326b, and 328b. The lower ends of the lower inner fairing fork link 304b and the lower outer fairing fork link 302b are each connected to a fork attachment structure on the lower fairing 106 by a through-hole attachment point 330b.

[0110] Figure 5 An isometric view of the fairing mechanism 102 is shown.

[0111] The components of the lower fairing mechanism 102b are generally equivalent to the corresponding components of the upper fairing mechanism. However, as Figure 4BAs shown in the embodiment, the shape of the lower inner hanger fork link 308b can be different from the shape of the upper inner hanger fork link 308a. The lower inner hanger fork link 308b includes an upper end portion 506 and a lower end portion 508, which are separated by a hanger attachment point at the pin 326b. The upper end portion 506 extends substantially perpendicular to the lower end portion 508. In contrast, the upper end portion 404a and the lower end portion 406a of the upper inner hanger fork link 308a extend in generally the same direction. Although in this embodiment the upper end portion 506 extends substantially perpendicular to the lower end portion 508, the present invention includes other angular arrangements between the upper end portion 506 and the lower end portion 508. For example, this angle can be greater than or less than perpendicular. In addition, the present invention includes an arrangement in which the upper link and the lower link have the same shape / bending angle, and in which the upper fairing mechanism 102a is a mirror image of the lower fairing mechanism 102b.

[0112] Figures 6A-6E A side view showing the fairing mechanism 102 in different fairing positions, from Fig. 6A the fully closed position in Figure 6B-6D through the intermediate position in Fig. 6E to the fully open position in Figure 2 In the closed position, the entire fairing mechanism 102 is fully disposed between the upper side wall 206a and the lower side wall 206b of the fan duct. The layout and shape of the link relative to its attachment to the connector plate, fairing, and hanger structure allow the folded link (i.e., when the fairing is in the fully closed position) to be packaged within the upper fairing side wall and the lower fairing side wall, as shown in

[0113] The opening path of each fairing is defined by the respective fairing mechanisms 102a / 102b, the intermediate link mechanism 102c, and the connection between the hanger and the fairing sidewall structure relative to the connector plate 312. When the upper fairing 104 and the lower fairing 106 are unlocked at the outer split line 128, the plate 312b will begin to descend due to the gravity acting on the lower fairing 106, as the weight of the lower fairing 106 is generally greater than that of the upper fairing 104. Even if these fairings have similar weights, these fairings can be relatively easily separated by a single person without additional power or mechanical assistance, which applies an opening force to these fairings (i.e., a downward force on the lower fairing 106 or an upward force on the upper fairing 104), because these fairings are interconnected and cantilevered / balanced by the intermediate link mechanism 102c. The force required to move the fairing between the open and closed positions is less than the maximum force that can be manually and safely applied by a single person, such as the force defined by MIL-STD-1472 (Ergonomics), or preferably less than 25 pound-force, or more preferably 20 pound-force.

[0114] The translation of each fairing relative to the respective connector plate 312 is controlled by the respective inner and outer fairing fork links 306 / 308. The movement of the connector plate 312 relative to the respective fixed hanger attachment fixture 204 is controlled by the outer hanger fork link 306, which is attached to the outer fairing fork link 302 together with the inner hanger fork link 308 by a pair of drive rods 310. When the fairing is opened, the inner hanger fork link 308b rotates counterclockwise about its hanger attachment point, and at the same time, the upper inner hanger fork link 308a rotates clockwise about its hanger attachment point.

[0115] Fig. 7A , Fig. 8A , Fig.9A , Fig. 10A and Fig.11A shows detailed side views of the upper fairing mechanism 102a at various positions from the Fig. 7A fully closed position in Fig.11A to the fully open position in Figure 7B , Figure 8B , Fig. 9B , Fig. 10B and Fig. 11B shows detailed views looking inward towards the hanger of the upper fairing mechanism 102a at positions corresponding to Fig. 7A , Fig. 8A , Fig.9A , Fig. 10A and Fig.11A respectively, where the forward direction 706 is towards the left side of the figure and the backward direction 708 is towards the right side of the figure. Figure 7BShows the relative arrangement of the upper front drive rod 602 and the upper rear drive rod 604, each corresponding to the upper drive rod 310a.

[0116] Fig. 12A , Fig.13A , Fig.14A , Fig.15A and Fig.16A Show detailed side views of the lower fairing mechanism 102b at various positions from the Fig. 12A fully closed position in Fig.16A to the fully open position in Fig. 12B , Fig. 13B , Fig. 14B , Fig. 15B and Fig. 16B Show detailed views looking inwards towards the hanger of the lower fairing mechanism 102b at the positions corresponding to Fig. 12A , Fig.13A , Fig.14A , Fig.15A and Fig.16A respectively. Fig. 12B Shows the relative arrangement of the lower front drive rod 1202 and the lower rear drive rod 1204, each corresponding to the lower drive rod 310b.

[0117] Figures 17A-17E Show detailed side views of the intermediate link mechanism 102c at different positions from the Fig.17A fully closed position in Fig.17E to the fully open position in Fig. 7A , Fig. 8A , Fig.9A , Fig. 10A and Fig.11A . The arrangement of the upper fairing mechanism 102a in Fig. 12A , Fig.13A , Fig.14A , Fig.15A and Fig.16A respectively corresponds to the positions of the lower fairing mechanism 102b in Figures 17A-17E , and also respectively corresponds to the positions of the intermediate link mechanism 102c in

[0118] The intermediate linkage 102c includes a pylon bumper 1702, a link arm 1712, and a pin 1714. The upper end of the link arm 1712 is connected to the lower end of the upper inner pylon fork link 308a by a pin 1716. The lower end of the link arm 1712 is connected to the upper end of the lower inner pylon fork link 308b by a pin 1714. The pylon bumper 1702 is fixedly attached to the lower pylon attachment fixture 204b and can limit the range of motion of the lower inner pylon fork link 308b in the opening direction. The length 1708 between the center of the hole for the pin 1716 and the center of the hole for the pin 1714 of the link arm 1712 can be adjustable, such as using a turnbuckle, to set the range of motion and the closed and open positions of the upper and lower fairings 104, 106.

[0119] The counterclockwise rotation of the lower inboard hanger fork link 308b about its hanger attachment point and the simultaneous clockwise rotation of the upper inboard hanger fork link 308a about its hanger attachment point places the link arm 1712 in tension. The rotation induces a moment about the corresponding hanger attachment point. The moment rotates the inboard hanger fork link 308. The rotation of the inboard hanger fork link 308, which is connected to the outboard hanger fork link 306, causes the corresponding connector plate 312 to translate in the vertical direction (relative to the ground) away from the hanger structure.

[0120] Initially, the connector plate (and corresponding cowl) translates in a vertical direction away from the outboard split line 128. As the outboard pylon yoke link 306 rotates about the pin 314 connected to the connector plate 312, the pin connection between the drive rod 310 and the pylon yoke link 306 will translate between the pins 314 and 320, such that the end of the drive rod 310 closest to the pylon bracket will rotate about the pin 314, and the end of the drive rod closest to the cowl will rotate about the pin 320. As a result, the drive rod 310 will rotate the outboard cowl yoke link 302 about the pin 320. This movement of the outboard cowl yoke link 302 is coupled with the movement of the inboard cowl yoke link 304, causing the corresponding cowl to move away from the translating connector plate 312 toward the fully open position.

[0121] Fig.18A , Fig.19A , Fig. 20A , Fig.21A and Fig.22A The intermediate link mechanism 102c is shown in FIG. Figures 17A-17E Detailed side view of the location. Fig.18B , Fig.19B , Fig. 20B , Fig. 21B and Fig. 22B They are shown in Fig.18A , Fig.19A , Fig. 20A , Fig.21A and Fig.22A A detailed view looking inward toward the hanger at a position corresponding to the position of Fig.22A .

[0122] Fig.23 A side cross-sectional view showing the pin 2306 (corresponding to pins 318, 320, 314, and 316) for connecting the forked link to the connector plate 312. The pin 2306 extends through a hole in the forked link 2308 and also through a hole in the connector plate 312. The holes through the fork teeth may optionally include flange bushings 2302 and / or 2310. The holes through the connector plate 312 may optionally include a bushing 2304. The pin 2306 may be fixed by a nut 2312 and a washer 2314. Alternatively, the pin 2306 may be implemented as a shoulder bolt. The pin 2306 preferably has a 12- or 6-point type head, a torx type head, a Philips type head, or any other suitable fastener type.

[0123] Fig.24 A side cross-sectional view showing the pin 2404 (corresponding to pins 326 and 328) for connecting the forked link to the corresponding hanger attachment fixture. The pin 2404 extends through a hole in the forked portion of the hanger attachment fixture 2406, which is a forked bracket, and also through a hole in the end of the link (e.g., the end of link 306 or 308). The holes through the fixture may optionally have flange bushings 2402 and 2412. The pin 2404 may be fixed by a nut 2418 and a washer 2426. The holes through the forked link may optionally have a bushing 2408.

[0124] Alternatively, the pin 2404 may be implemented as a shoulder bolt. The pin 2404 preferably has a 12- or 6-point type head or any other suitable fastener type.

[0125] Fig.25 A side cross-sectional view showing the pin 2504 (corresponding to pins 322 and 324) for connecting the drive rod 310 to the forked link (e.g., the forked end of link 306). The pin 2504 extends through a hole in the forked / lug portion 2502 of the link and through the drive rod 310. These holes may optionally include flange bushings 2506. The pin 2504 may be fixed by a nut 2510 and a washer 2508. Alternatively, the pin 2504 may be implemented as a shoulder bolt. The pin 2504 preferably has a 12- or 6-point type head.

[0126] Fig.26A detailed view of an embodiment of the link arm 1712 is shown, which has threaded portions 2602 and spherical ball screw ends 2604 and 2606 for connection to the upper inner hanger fork link 308a and the lower inner hanger fork link 308b, respectively. The turnbuckle 2610 can rotate about the longitudinal axis of the link arm 1712 to change the distance between the ends 2604 and 2606. The lock nut 2608 can be loosened to allow movement of the turnbuckle 2610 and tightened to prevent movement of the turnbuckle 2610.

[0127] Fig.27A A side view is shown in the direction indicated by the perspective line 2210 in Fig.22A . Fig.27B An isometric view of the attachment between the screw ends 2604 and 2606 of the link arm 1712 and the fork link 308 (corresponding to 2708) is shown. The attachment can include a pin 2702 (corresponding to pin 1716 or 1714) that extends through a hole in the lug of the fork link 308 and through one of the screw ends 2604 and 2606. The pin 2702 can be fixed by a nut 2704 and a washer 2706. A pin 2710 can further secure and / or prevent rotation of the pin 2702. The pin 2702 can alternatively be implemented as a bolt.

[0128] Figures 28A-28C An optional locking assembly is shown that can be used to selectively hold the upper cowling 104 and the lower cowling 106 in the fully open position, even when the aircraft engine is removed. For example, in a typical maintenance situation, the aircraft engine may need to be completely removed without removing the nacelle hardware from the hanger. In the absence of the engine in place, the upper cowling, the lower cowling, and their upper and lower opening mechanisms are no longer restricted. The optional locking assembly optionally includes at least one pair of (i) the upper inner cowling fork links 304a and the upper outer cowling fork links 302a (i.e., the following embodiment), and / or (ii) the lower inner cowling fork links 304b and the lower outer cowling fork links 302b. As shown in the examples of Fig. 11B and Fig.28B , the upper outer cowling fork link 302a can include a tab area 2806 (corresponding to the tab area 1102) that includes a through hole 1104.

[0129] Fig.28A A side view of the upper cowling mechanism 102a with a removable pin / bolt 2804 and a nut plate 2802 installed is shown. Fig.28B A cross-sectional view taken along line A-A in Fig.28A is shown. Fig.28CAn isometric view of a nut plate 2802 fixed to a connecting rod 304 is shown. Alternatively, the nut plate 2802 can be fixed to the connecting rod 302, and the direction of the pin / bolt 2804 can be reversed. Further alternatively, the connecting rod 304 can be threaded to receive these pin / bolts 2804, or another tethered or removable fastener can be used in place of the nut plate 2802. When the pin / bolt 2804 is fixed by the nut plate 2802, the distance between the connecting rods 302 and 304 is prevented from changing, thereby preventing the upper fairing 104 and the lower fairing 106 from moving. To disable the locking feature, the pin / bolt 2804 can be removed.

[0130] Fig.29 A side view showing the arrangement of two fairing mechanisms 102 attached to a pair of upper hanger attachment fixtures 204a and lower hanger attachment fixtures 204b within an aircraft engine assembly 100 is shown. Although this embodiment shows each fairing mechanism 102 having two pin / bolts 2804, the present invention also includes using only one pin / bolt 2804, or using more than two pin / bolts 2804. Additionally, the locking feature can be in both the upper fairing mechanism 102a and the lower fairing mechanism 102b. The connecting rods can alternatively be arranged to have multiple holes that allow pin / bolts of different lengths to accommodate different positions for locking the fairings between the open and closed positions. In an alternative embodiment, the tab area 2806 can be sized to increase in the longitudinal direction of the forked connecting rod 302 to accommodate multiple holes, each for mounting a pin / bolt to hold the connecting rod in a fixed position and thereby lock the upper fairing 104 and the lower fairing 106 in different corresponding positions between the open and closed positions.

[0131] As Fig.30 shown, the upper fairing 104 and the lower fairing 106 can be latched to each other in the fully closed position using latches 3004 arranged along the outer split line 128. Additionally, the aircraft propulsion system 100 is attached to the hanger 3002.

[0132] Fig.31A A side view of an aircraft engine assembly 100 according to an embodiment of the present invention is shown, where the upper fairing 104 and the lower fairing 106 are in the fully open position. In this example, the aircraft propulsion system 100 includes optional hold-open rods (HORs): an upper front HOR 3102, an upper rear HOR 3106, a lower front HOR 3104, and a lower rear HOR 3108. The HORs can optionally be used to provide additional security when holding the fairings in the fully open position. Fig.31B A front cross-sectional view of the installed HOR is shown.

[0133] Fig.32Shows a detailed view of a typical HOR having ends 3202 and 3204 detachably connected to the cowling and the engine respectively, and a length adjusting turnbuckle 3206 to adjust the overall length 3208 of the HOR.

[0134] Fig.36A Shows as Fig.38 shown and using a conventional cowling opening mechanism with HORs 3602, 3606, 3604, and 3608. Fig.36B Shows a comparative example of an aircraft engine assembly 100 including a cowling opening mechanism 102, which allows the HORs 3102, 3104, 3106, and 3108 to be advantageously shorter than the corresponding HORs 3602, 3604, 3606, and 3608 in the conventional method. In particular, according to an embodiment of the present invention, when viewed from the outer side direction, the offset of the upper cowling 104 above the top of the engine 110 (and the corresponding offset of the lower cowling 106 below the bottom of the engine 110) in the open position is advantageously minimized, for example, to reduce the amount of wind load that the ambient wind may exert on the open cowling. According to one embodiment, the offset of the upper cowling 104 above the top of the engine 110 in the open position can be less than the outer diameter 3730 of the engine core 3718 (i.e., 2X the radius 3728 of the engine core 3718). Thus, the length of the HOR can be maintained to be less than the outer diameter 3730 of the engine core 3718 (i.e., 4X the radius 3728 of the engine core 3718).

[0135] Fig.37A Is a front view showing an aircraft turbine engine 3710 and the corresponding open positions of the covering, the open positions being (i) a conventionally opened upper cowling 3702 and a lower cowling 3708, and (ii) an upper cowling 3704 and a lower cowling 3706 fully opened by an embodiment of the cowling mechanism 102. In the fully open position, the conventionally opened upper cowling 3702 rotates by a conventional rotation angle 3726. In the open position, the upper cowling 3704 rotates by a rotation angle 3724, which is less than the conventional rotation angle 3726.

[0136] Fig.37Bis a detailed view of the pylon attachment region of an aircraft turbofan engine 3710, showing the upper cowl mechanism 102a, the lower cowl mechanism 102b, the pylon structure 3714, the engine-to-pylon system connection interface 3712, and the outer diameter 3730 of the engine core 3718. The pylon system connection interface 3712 is the boundary between the pylon and the engine core compartment, where some engine-to-pylon system connections can be provided, including, for example, electrical wires and / or air ducts. As shown, when fully open, the lowermost end of the upper cowl 3704 rises away from the outer split line 128 of the aircraft turbofan engine 3710, and preferably rises above the top edge of the pylon structure 3714 and / or the top edge of the engine-to-pylon system connection interface 3712. Additionally, when fully open, the uppermost end of the lower cowl 3706 drops away from the outer split line 128, and preferably drops below the bottom edge of the pylon structure 3714 and / or the lower edge of the engine-to-pylon system connection interface 3712. Further, when in the open position, the lowermost end of the upper cowl 3704 advantageously moves a distance 3720 away from the uppermost end of the lower cowl 3706.

[0137] However, with traditional hinge methods, even when fully open, the ends of the upper cowl 3702 and the lower cowl 3704 connected to the traditional hinges 3817 / 3819 ( Fig.38 ) remain adjacent to the outer split line 128 and do not move away from the outer split line 128 in the upward or downward direction. Thus, according to the conventional hinge method, the distance 3716 between the lowest part of the upper cowl 3702 and the highest part of the lower cowl 3708 does not increase as the cowls open. Preferably, when fully open by the guidance of the cowl mechanism 102, the lowermost end of the upper cowl 3704 rises above the outer split line 128 by a distance at least equal to the outer radius 3728 of the engine core 3718. Additionally, preferably, when fully open by the cowl mechanism 102, the uppermost end of the lower cowl 3706 drops below the outer split line 128 by a distance at least equal to the outer radius 3728 of the engine core 3718. Further, when in the open position, the distance 3720 is preferably greater than 150% of the diameter 3730 of the engine core 3718, and even more preferably greater than 200% of the diameter 3730 of the engine core 3718, to facilitate easy maintenance access into the cowl without causing adverse interference to other parts of the aircraft (e.g., other engines, struts, or the fuselage). Additionally, to facilitate maintenance access to the pylon system connection interface 3712, the distance 3720 is preferably greater than the external vertical height 3722 of the pylon structure 3714, and more preferably greater than 150% of the external vertical height 3722 of the pylon structure 3714.

[0138] In the above embodiments, the outer dividing line 128 passes through the axial center of the aircraft engine. However, the present invention includes outer dividing lines disposed above or below this point.

[0139] Thus, by guiding the fairing movement directly away from the outer dividing line 128 in this manner, embodiments in which the fairing mechanism 102 is used to open and close the fairing can advantageously provide convenient maintenance access to areas of the aircraft propulsion system 100 and the engine, to access the pylon system connection interface 3712 located near the pylon structure 3714, without the need for large angle rotation of the upper fairing 104 and the lower fairing 106, thereby also allowing the engine assembly to be arranged closer to other aircraft elements (e.g., the fuselage, struts or other engines) without interference when the fairing is open. The resulting aircraft can be made without extended surfaces, can use lighter, cheaper materials, and can be maintained and operated more cheaply.

Claims

1. An aircraft propulsion system, characterized in that, The system includes: An engine assembly, the engine assembly including a fan that rotates to move air; A nacelle, when the nacelle is in a closed position, the nacelle surrounds at least a portion of the engine assembly, the nacelle including an outer surface that is disposed away from the engine assembly and provides an aerodynamic surface; and A nacelle mechanism, the nacelle mechanism being connected to the nacelle and configured to guide the nacelle from the closed position to an open position along a movement path, wherein In the open position, the entire portion of the nacelle is disposed further away from a horizontal plane passing through the axis of rotation of the fan than in the closed position; The nacelle mechanism guides the nacelle between the open position and the closed position along the movement path such that no portion of the nacelle extends beyond a clearance plane at any position along the movement path, The nacelle mechanism is configured to be mounted on a pylon that extends horizontally away from the fuselage of the aircraft, and The clearance plane extends vertically through an intersection point that is the point on the outer surface of the nacelle in the closed position that is closest to an obstacle, the obstacle including the fuselage.

2. The aircraft propulsion system according to claim 1, wherein The movement path is defined by the movement of points on the outer surface of the nacelle, The movement path includes a straight line during a first portion of the movement path from the closed position to the open position, and The movement path includes a curve during a second portion of the movement path from the closed position to the open position, the second portion being further from the closed position than the first portion.

3. The aircraft propulsion system according to claim 1, characterized in that, In the open position, the entire portion of the nacelle moves away from the horizontal plane by a distance that is at least equal to the outer radius of the engine core of the engine assembly.

4. The aircraft propulsion system according to claim 1, wherein The nacelle includes an upper nacelle surrounding an upper portion of the engine assembly and a lower nacelle surrounding a lower portion of the engine assembly, In the closed position, the upper nacelle and the lower nacelle are configured to be latched to each other along the horizontal plane by at least one latch, The nacelle mechanism further includes An upper nacelle mechanism, the upper nacelle mechanism being attached to the upper nacelle, A lower nacelle mechanism, the lower nacelle mechanism being attached to the lower nacelle, and An intermediate link, the intermediate link connecting the upper nacelle to the lower nacelle, The nacelle mechanism is further configured to simultaneously move the second of the upper nacelle and the lower nacelle along the movement path when the first of the upper nacelle and the lower nacelle is caused to move along the movement path by an external force.

5. The aircraft propulsion system according to claim 4, wherein The fairing mechanism is configured to balance the weights of the upper fairing and the lower fairing such that the external force required to move the upper fairing and the lower fairing along the movement path is less than the maximum force that can be manually and safely applied by a single person.

6. The aircraft propulsion system according to claim 1, wherein the engine assembly further includes a V-shaped groove, and the fairing includes a V-shaped vane configured to engage with the V-shaped groove in the closed position, and the fairing mechanism is configured to guide the fairing along the vertical direction in the movement path from the closed position towards the open position, at least until the V-shaped vane completely exits the V-shaped groove.

7. The aircraft propulsion system according to claim 1, wherein The open position is the position of the fairing that allows a part of the engine assembly to be accessible for performing maintenance functions.

8. The aircraft propulsion system according to claim 7, characterized in that, Allowing the engine assembly to be accessible for performing maintenance functions includes moving the fairing along the movement path to a position sufficient to perform at least one of the following without removing the fairing from the aircraft including the aircraft propulsion system: direct visual inspection of a part of the engine assembly, inspection of a part of the engine assembly using a non-flexible, straight borescope, inspection of a part of the engine assembly using a flexible borescope, removing a part of the engine assembly from the aircraft, and removing the entire part of the engine assembly from the aircraft.

9. The aircraft propulsion system according to claim 8, wherein The fairing mechanism is configured to guide the fairing along the movement path such that in the open position, the fairing rotates less than 45 degrees from the closed horizontal position.

10. The aircraft propulsion system according to claim 1, wherein, The fairing mechanism further includes at least two linkages configured to change the positions of the at least two linkages relative to each other when the fairing moves between the closed position and the open position, and The fairing mechanism further includes a locking device configured to be attached to the at least two linkages when installed to prevent the at least two linkages from changing positions relative to each other, and the locking device prevents the fairing from moving away from the open position when installed.

11. The aircraft propulsion system according to claim 1, characterized in that, The fairing includes a duct configured to change the direction of movement of the air moved by the fan of the engine assembly.

12. The aircraft propulsion system according to claim 1, wherein, The fairing mechanism is further attached to the pylon of the aircraft.

13. A fairing moving mechanism, characterized in that, The fairing moving mechanism is connected to at least one fairing configured to surround at least a part of the engine assembly in the closed position of the aircraft propulsion system, the engine assembly including a fan that rotates to move air, and the at least one fairing includes an outer surface that provides an aerodynamic surface away from the engine assembly, and the fairing moving mechanism includes: a plurality of linkages configured to guide the at least one fairing from the closed position to the open position along a movement path; and The plurality of linkages are configured to guide the at least one cowl along the movement path such that an entire portion of each of the at least one cowl moves further away from a horizontal plane passing through a rotational axis of the fan than in the closed position, wherein the plurality of linkages are configured to guide the cowl along the movement path between the open position and the closed position such that no portion of the cowl extends beyond a clearance plane at any position along the movement path, the cowl movement mechanism is configured to be mounted on a pylon extending horizontally away from a fuselage of the aircraft, and the clearance plane extends vertically through an intersection point that is the point on an outer surface of the cowl in the closed position that is closest to an obstacle, the obstacle including the fuselage.

14. The cowl movement mechanism according to claim 13, wherein the movement path is defined by a movement of points on the outer surface of the cowl, the movement path includes a straight line during a first portion of the movement path from the closed position to the open position, and the movement path includes a curve during a second portion of the movement path from the closed position to the open position, the second portion being further from the closed position than the first portion.

15. The cowl movement mechanism according to claim 13, wherein in the open position, an entire portion of the cowl moves away from the horizontal plane by a distance that is at least equal to an outer radius of an engine core of the engine assembly.

16. The cowl movement mechanism according to claim 13, wherein the cowl includes an upper cowl surrounding an upper portion of the engine assembly and a lower cowl surrounding a lower portion of the engine assembly, in the closed position, the upper cowl and the lower cowl are configured to be latched to each other along the horizontal plane by at least one latch, the cowl mechanism further includes an upper cowl mechanism attached to the upper cowl, a lower cowl mechanism attached to the lower cowl, and an intermediate linkage connecting the upper cowl to the lower cowl, the cowl mechanism is further configured to simultaneously move the second of the upper cowl and the lower cowl along the movement path when the first of the upper cowl and the lower cowl is caused to move along the movement path by an external force.

17. The cowl movement mechanism according to claim 16, wherein the cowl mechanism is configured to balance weights of the upper cowl and the lower cowl such that the external force required to move the upper cowl and the lower cowl along the movement path is less than a maximum force that can be manually and safely applied by a single person.

18. The cowl movement mechanism according to claim 13, wherein The open position is a position of the nacelle that enables the portion of the engine assembly to be accessible to perform maintenance functions, including moving the nacelle to a sufficient extent to perform at least one of the following without removing the nacelle from an aircraft including the nacelle movement mechanism: Direct visual inspection of the portion of the engine assembly, Inspection of the portion of the engine assembly using a non-flexible, straight borescope, Inspection of the portion of the engine assembly using a flexible borescope, Removing the portion of the engine assembly from the aircraft, and Removing the entire portion of the engine assembly from the aircraft.

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