Lyman,
This is how it is done:
The OD of the annular bypass duct is the golden colored section. Note the plumbing is on the outside of the duct. This happens to be an image of a F110-129, the F100-PW-229 engine is the same.
The idea is to permit the engine to be slid into the hole and have predetermined connection points for fuel, electrical and other connections made through access panels in the nacelle, the less number of panels, the better. Your solution would be an absolute nightmare from both an install/uninstall basis for any engine, be it nacelle or fuselage contained. As I previously said, patents do not tell all that might be known, only the minimum necessary for the invention. The next engine out of the chute at P&W was the TF30 that used the annular approach for the F-111.
I think this thread is really about the technical understanding of the aero, thermo and complexity of the inlet system enabling the engine to achieve the power needed to propel the aircraft to Mach 3 or more and not so much about the technology of the engine itself.