Patent Publication Number: US-2023159157-A1

Title: Nose landing gear adjustment tool

Description:
TECHNICAL FIELD 
     The present invention relates generally to an aircraft, and more particularly relates to a tool for adjusting the angular orientation of the nose landing gear of an aircraft. 
     BACKGROUND 
     After an aircraft has landed and taxied to a gate, after all passengers and crew have disembarked, and after all scheduled flights for the day have been completed, the aircraft is shut down. Sometime thereafter, the aircraft is usually towed to another location at the airport or maintenance facility to await the return of the crew for the next mission. 
     Prior to towing the aircraft, the nose landing gear torque link (referred to hereinafter as the “scissors link”) is disconnected. The scissors link couples the nose landing gear to the nose landing gear steering column. This coupling permits the aircraft to be steered from the flight deck during taxiing. If the scissors link remains coupled to the nose landing when the aircraft is towed, then there is a possibility that the scissors link will be damaged. This is undesirable. For this reason, the ground crew disconnects the scissors link prior to towing the aircraft. 
     The challenge arises when it is time to reconnect the scissors link to the nose landing gear. To reconnect the scissors link, the nose landing gear must be properly aligned with the scissors link. However, after towing, the nose landing gear is rarely, if ever, left in an angular orientation that is properly aligned with the scissors link. To bring the nose landing gear back into proper angular alignment with the scissors link requires that the nose landing gear to be rotated. 
     Rotating the nose landing gear is a difficult and arduous task. Currently, there are no tools that are configured to assist a flight crew member with the rotation of the nose landing gear. Accordingly, flight crew members must rotate the nose landing gear by physically applying torque directly to the nose landing gear tires or by applying torque to the taxi lights or to other components that attached to the nose landing gear and/or the steering column. These methods of applying torque to the nose landing gear are undesirable because they can damage the various components that are attached to the nose landing gear and/or steering column. Further, because of the close contact that a flight crew member must have with the tires of the nose landing gear when reorienting the nose landing gear, there is a high likelihood that the flight crew member will soil or damage his or her uniform. 
     Accordingly, it is desirable to provide a tool that facilitates the ability of a single flight crew member to independently adjust the angular orientation of the nose landing gear of an aircraft without causing the undesirable consequences outlined above. Furthermore, other desirable features and characteristics will become apparent from the subsequent summary and detailed description and the appended claims, taken in conjunction with the accompanying drawings and the foregoing technical field and background. 
     BRIEF SUMMARY 
     A nose landing gear adjustment tool for use with the nose landing gear of an aircraft is disclosed herein. The nose landing gear has a wheel having an axle. The axle has an opening extending therethrough. The opening is defined by an inner surface of the axle. 
     In a first non-limiting embodiment, the tool includes, but is not limited to, a unitary member having a handle portion at a first end of the unitary member and an axle-engaging portion at a second end of the unitary member. The handle portion is configured for engagement with a hand of an operator. The axle-engaging portion is configured to be inserted into the opening and to engage with the inner surface. 
     In another non-limiting embodiment, the tool includes, but is not limited to, a handle portion configured for engagement with a hand of an operator. The tool further includes, but is not limited to, an axle-engaging portion that is distinct from the handle portion, the axle-engaging portion being coupled with the handle portion. The axle-engaging portion is configured to be inserted into the opening and to engage with the inner surface. The axle-engaging portion and the handle portion are configured for adjustment with respect to one another. 
    
    
     
       BRIEF DESCRIPTION OF THE 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 fragmented perspective view illustrating a nose portion of an aircraft fuselage and the nose landing gear of the aircraft in a lowered or deployed state; 
         FIG.  2    is an expanded, fragmented perspective view illustrating the nose landing gear of  FIG.  1   ; 
         FIG.  3    is a perspective view illustrating a non-limiting embodiment of tool made in accordance with the teachings of the present disclosure; 
         FIG.  4    is a fragmented, overhead schematic view illustrating the tool of  FIG.  3    prior to insertion into an axle of the nose landing gear of  FIG.  2   ; 
         FIG.  5    is a fragmented, overhead schematic view illustrating the tool of  FIG.  4    subsequent to its insertion into the axle of the nose landing gear of  FIG.  4   ; 
         FIG.  6    is a perspective view illustrating an alternate non-limiting embodiment of a tool made in accordance with the teachings of the present disclosure; 
         FIG.  7    is a perspective view illustrating a handle portion of the tool of  FIG.  6   ; 
         FIG.  8    is an expanded perspective view illustrating a portion of the handle of  FIG.  7   ; 
         FIG.  9    is an expanded perspective view illustrating another portion of the handle of  FIG.  7   ; 
         FIG.  10    is a perspective view illustrating an axle-engaging portion of the tool of  FIG.  6   ; 
         FIG.  11    is a perspective view illustrating the axle-engaging portion of  FIG.  10    from a different perspective; 
         FIG.  12    is a perspective view illustrating a spring-loaded pin compatible for use with both the handle portion of  FIG.  7    and the axle-engaging portion of  FIG.  10   ; 
         FIG.  13    is a perspective view illustrating the tool of  FIG.  6    arranged in an alternate configuration; and 
         FIG.  14    is a perspective view illustrating the tool of  FIG.  13    from a different perspective. 
     
    
    
     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. 
     A tool for facilitating the adjustment of an angular orientation of an aircraft nose landing gear is disclosed herein. In a non-limiting embodiment, the nose landing gear includes an axle about which one or more wheels are mounted. The axle extends through the wheel(s) and the wheel(s) rotates about the axis. The axle is a cylindrical tube having an opening that extends entirely through the longitudinal axis of the axle from one end of the axle to the opposite end. Accordingly, the axle has an inner diameter and an outer diameter. The wheel(s) is mounted to an outer surface comprising the axle&#39;s outer diameter and the opening is defined by the inner surface comprising the axle&#39;s inner diameter. 
     In a non-limiting embodiment, the tool has an axle-engaging portion and a handle. The axle engaging portion is configured for clearance-fit engagement with the axle&#39;s inner surface. Such a clearance-fit configuration permits the axle-engaging portion to be inserted into the opening of the axle. Once the axle-engaging portion is seated within the opening of the axle and engaged with the inner surface of the inner diameter of the axle, an operator, such as a flight crew member or a ground crew member, can push or pull on the handle portion of the tool in a direction that is parallel to the ground surface that the nose landing gear is resting on. The application of the pushing or pulling force on the handle will exert a torque on the nose landing gear through the axle. This torque, in turn, will cause the nose landing gear to rotate about the steering column. In this manner, the angular orientation of the nose landing gear can be adjusted, the nose landing gear can be brought into alignment with the scissors link, and the scissors link can be re-coupled with the nose landing gear. 
     A greater understanding of the nose landing gear adjustment tool discussed above may be obtained through a review of the illustrations accompanying this application together with a review of the detailed description that follows. 
       FIG.  1    is a fragmented perspective view illustrating a portion of an aircraft  20 . In particular, a nose portion of a fuselage of aircraft  20  is illustrated in  FIG.  1   . Aircraft  20  is situated on a ground surface such as a runway or a taxiway. A nose landing gear  22  of aircraft  20  is illustrated in a deployed state. When deployed while aircraft  20  is situated on the ground surface, nose landing gear  22  supports the weight of a forward portion of aircraft  20 . When aircraft  20  is on the ground and nose landing gear  22  is deployed, aircraft  20  can be taxied from a runway to a gate, from a gate to a runway, from one gate to another gate, or between any other desired locations. When taxiing, the flight crew controls the angular orientation (i.e., the compass heading) of nose landing gear  22  from a flight deck of aircraft  20 . By providing steering inputs through a yoke or through an inceptor, a steering column  24  of nose landing gear  22  can be rotated. Steering column  24  extends vertically along a vertical axis  25  between aircraft  20 , at one end, and wheels  26 , at an opposite end. The rotation of steering column  24  about vertical axis  25  will change the angular orientation of wheels  26 , thereby causing a change in a direction that wheels  26  are facing. This, in turn, will cause a change in the direction that aircraft  20  will move in when taxied. In this manner, the flight crew is able to steer aircraft  20  when aircraft  20  is taxied on a ground surface. 
     With continuing reference to  FIG.  1   ,  FIG.  2    is an expanded, fragmented, perspective view of nose landing gear  22 . As illustrated in  FIG.  2   , wheels  26  each comprise a tire  28  and a rim  30 . Each rim  30  has a generally donut-shaped configuration having an outer periphery and an inner periphery. Each tire  28  is mounted to the outer periphery of each rim  30 . The inner periphery of each rim  30  is used to couple each wheel  26  to nose landing gear  22 . 
     As best seen in  FIG.  2   , an axle  32  is illustrated in phantom lines. Axle  32  comprises an elongated cylindrical tube having an outer surface  34  defining an outer diameter of axle  32 . Axle  32  further has an inner surface  36  defining an inner diameter of axle  32 . In the illustrated embodiment, axle  32  extends through a lower portion of steering column  24  such that a portion of axle  32  protrudes out of opposite sides of steering column  24 . 
     In the illustrated embodiment, the inner periphery of each rim  30  is fitted over and around outer surface  34  of the portions of axle  32  that protrude out of opposite ends of steering column  24 . Wheels  26  are coupled with axle  32  in a manner that permits rotating engagement between these components. In some embodiments, wheels  26  may include ball bearings or other mechanisms configured to facilitate the rolling engagement between wheels  26  and axle  32 . When wheels  26  are mounted to axle  32 , axle  32  extends entirely through the inner periphery of each rim  30 . In some non-limiting embodiments, axle  32  may protrude out beyond a lateral end of each rim  30 . In this manner, an opening  38  to an interior of axle  32  is accessible from outboard portions of each wheel  26 . 
     With continuing reference to  FIGS.  1 - 2   ,  FIG.  3    is a perspective view illustrating a non-limiting embodiment of a tool  40  for adjusting the angular orientation of nose landing gear  22 . Tool  40  can permit a flight crew member, a ground crew member or any other person to singlehandedly rotate nose landing gear  22  about vertical axis  25  while aircraft  20  is stationary. Advantageously, tool  40  may have a weight and a length that permits tool  40  to be easily stowed onboard aircraft  20  and carried with aircraft  20  at times so that it is available for use by flight crew members at all destinations. 
     In the non-limiting embodiment illustrated in  FIG.  3   , tool  40  includes an axle-engaging portion  42 , a collar  44 , and a handle portion  46 . In other embodiments, tool  40  may include a greater or lesser number of components and/or features without departing from the teachings of the present disclosure. For example, and without limitation, tool  40  may omit collar  44  and/or tool  40  may further include a polymeric grip disposed around all, or a portion of, handle portion  46 . 
     In the illustrated embodiment, axle-engaging portion  42  has a cylindrical configuration that is dimensioned to fit within opening  38  of axle  32  and is further configured to engage with inner surface  36  in a clearance-fit manner. In a non-limiting embodiment, when axle-engaging portion  42  is seated within opening  38 , an external surface of axle-engaging portion  42  may have a relatively small clearance with respect to inner surface  36 . For example, and without limitation, there may be a clearance fit between the inner diameter of axle  32  (i.e., inner surface  36 ) and the outer diameter of axle engaging portion  42  of 0.010 inches with a tolerance that falls within a range of plus or minus 0.005 inches. In other examples, axle-engaging portion  42  may be dimensioned to have a tighter or looser clearance fit without departing from the teachings of the present disclosure. 
     It should be understood that although axle-engaging portion  42  has been illustrated as having a cylindrical configuration, other configurations may also be employed. In other words, any suitable configuration that provides for a clearance-fit engagement between axle engaging portion  42  and inner surface  36  and that is further effective to deliver torque from handle portion  46  to axle  32  would fall within the teachings of the present disclosure. For example, and without limitation, in an alternate non-limiting embodiment, axle-engaging portion  42  may be configured as a tube having a hollow core rather than as a cylinder having a solid core. Other geometric shapes may also be employed without deviating from the teachings of the present disclosure. 
     In the illustrated embodiment, collar  44  extends transversely outward from a longitudinal end of axle-engaging portion  42  and from a longitudinal end of handle portion  46 . Said another way, collar  42  is disposed at a location where axle-engaging portion  42  and handle portion  46  meet. Collar  44  extends outward from axle-engaging portion  42  in a direction that is orthogonal to a longitudinal axis  48  of tool  40 . In the illustrated embodiment, collar  44  extends outward beyond an outer periphery of axle engaging portion  42  and beyond an outer periphery of handle portion  46 . Configured in this manner, collar  42  serves as a hard-stop that will obstruct tool  40  from being inserted into opening  38  of axle  32  beyond the longitudinal length of axle-engaging portion  42 . Collar  44  will further serve as a barrier between axle  32  and the hands of an operator gripping handle portion  46 . In this manner, collar  44  can facilitate the ability of an operator of tool  48  to maintain cleanliness by inhibiting physical contact between the operator&#39;s hands and axle  32 . 
     In the illustrated embodiment, collar  44  extends circumferentially around the entire periphery of tool  40 . It should be understood that in other embodiment, collar  44  may extend only partially around the circumference of tool  40  without departing from the teachings of the present disclosure. In still other embodiments, collar  44  may simply comprise a body projecting transversely outwardly from axle-engaging portion  42  rather than comprising a flange that extends in the circumferential direction about a circumference of tool  40 . Any other configuration for collar  44  that is effective to serve as a hard-stop for insertion of axle-engaging portion  42  into opening  38  may also be employed without departing from the teachings of the present disclosure. As set forth above, in still other embodiments, collar  44  may be omitted entirely without departing from the teachings of the present disclosure. 
     The longitudinal length of axle-engaging portion  42  is determined by its natural terminus at a first longitudinal end of tool  40  and by the location of collar  44  which is spaced apart from the natural terminus by a predetermined distance. In some embodiments, the longitudinal position of collar  44  along axle-engaging portion  42  may coincide with the depth to which it is desirable to insert tool  40  into opening  38  of axle  32 . 
     In the illustrated embodiment, handle  46  extends longitudinally in a direction away from axle-engaging portion  42  by a predetermined length. In an exemplary embodiment, handle  46  may have a length ranging from eighteen inches to three feet. 
     As illustrated, a majority of the longitudinal length of tool  40  is comprised of handle portion  46 . This configuration advantageously provides an amount of leverage to an operator that is effective to facilitate the application of torque to axle  32 . The protracted length of handle  46  provides a favorable mechanical advantage to an operator attempting to adjust the angular orientation of nose landing gear  22 . This configuration permits a single operator to adjust the angular orientation of nose landing gear  22  without assistance from other operators. 
     In the illustrated embodiment, handle portion  46  has a diameter that is smaller than a diameter of axle-engaging portion  42 . This small diameter enhances the ability of an operator to maintain his or her grip on handle portion  46  when applying torque to axle  32 . To further facilitate an operator&#39;s ability to maintain his or her grip on handle portion  46 , in the illustrated embodiment, a portion of handle portion  46  has been given a grip-enhancing texture (see  FIGS.  6  and  9   , reference numeral  134 ). In some embodiments, a process known to those of ordinary skill in the art as “knurling” is applied to handle portion  46 . By this process, a series of geometric shapes are etched into, machined into, or otherwise defined in handle portion  46 . These geometric shapes impart a texture to the surface. The presence of this texture enhances an operator&#39;s ability to maintain a grip on handle portion  46 . 
     With continuing reference to  FIGS.  1 - 3   ,  FIGS.  4  and  5    are schematic, overhead views illustrating how tool  40  can be used to adjust the angular orientation of nose landing gear  22 . In a typical operation, an operator would approach nose landing gear  22  with tool  40  in hand and insert axle-engaging portion  42  in the direction indicated by arrow  50  into opening  38  of axle  32 , as best shown in  FIG.  4   . The operator will continue to insert axle-engaging portion  42  into opening  38  until collar  44  is seated against the axial end of axle  32 , as best shown in  FIG.  5   . 
     With tool  40  seated within axle  32 , the operator may then selectively apply a pushing force or a pulling force on handle portion  46  in a direction indicated by arrow  52 , such force being applied in a direction that is generally parallel to the ground surface on which nose landing gear  22  is resting. If sufficient, this force will apply a torque to nose landing gear  22  of a magnitude that is sufficient to overcome that counteracting force of friction between tires  28  and the ground surface, causing nose landing gear  22  to rotate in the direction indicated by arrow  54 . The operator will rotate nose landing gear  22  about steering column  24  until a pin (not shown) that is configured to couple the scissors link (not shown) with nose landing gear  22  comes into alignment with the nose landing gear. Once the pin has been properly aligned, it can be moved into a locked position, thereby coupling nose landing gear  22  with the scissors link. Once that has occurred, the ability to steer the nose landing gear from the flight deck of the aircraft is restored. 
     In the embodiment illustrated in  FIGS.  3 - 5   , tool  40  comprises a single, unitary structure. When constructing such a unitary embodiment, tool  40  may start out as a single metal blank that is subsequently machined, for example, in a CNC machine (Computer Numerically Controlled machine) which imparts the features, surfaces, shapes, and dimensions illustrated in  FIGS.  3 - 5   . In other embodiments, axle-engaging portion  42 , collar  44 , and handle portion  46  may be machined separately and then assembled together. In such embodiments, these components may be coupled with one another in any suitable manner that is effective to permit tool  40  to deliver an amount of torque to nose landing gear  22  that is sufficient to permit nose landing gear  22  to rotate about vertical axis  25 . In one non-limiting embodiment, the separate portions of tool  40  may be coupled with one another through a welding process. In another non-limiting example, the separate components may be coupled with one another through the use of mechanical fasteners. In yet another non-limiting example, the separate components may coupled with one another via threaded engagement. In embodiments where the separate components are coupled together in a detachable manner, such as through the use of mechanical fasteners or through threaded engagement, handle portion  46  may be coupled with one of multiple axle-engaging portions  42  of varying sizes and dimensions. In this manner, tool  40  may be adapted to accommodate different aircraft having differently dimensioned axles  32  having differently sized openings  38 . 
     Tool  40  may comprise any suitable material having the strength and resilience effective to deliver a torque to nose landing gear  22  that is sufficient to cause nose landing gear  22  to rotate about vertical axis  25 . For example, and without limitation, tool  40  may be constructed from a metal material including, but not limited to, aluminum, iron or steel. In other embodiments, tool  40  may be constructed from a wooden material. In still other embodiments, tool  40  may be constructed from a plastic material. In still other embodiments, tool  40  may be constructed with a carbon fiber composite material. Other types of materials may also be employed without deviating from the teachings of the present disclosure. 
     With continuing reference to  FIGS.  1 - 5   ,  FIGS.  6  through  14    depict a second embodiment of a tool  100  suitable for adjusting the angular orientation of nose landing gear  22 . Tool  100  comprises an axle-engaging portion  102 , a handle portion  104 , a collar  106 , a fastener  112  and a spring-loaded pin  114 . In this embodiment, axle-engaging portion  102  includes an adjustment flange  108 , and handle portion  104  includes an adjustment extension  110 . Axle-engaging portion  102  and handle portion  104  are assembled together and configured in a manner that is similar to axle-engaging portion  42  and handle portion  46 . Accordingly, for the sake of brevity, the remainder of this detailed description will focus on the differences between the two embodiments rather on than the features that they have in common. Accordingly, if the detailed description below is silent regarding a feature, aspect, or characteristic of either axle-engaging portion  102  or handle portion  104 , the reader should conclude that such feature, aspect, or characteristic is identical to what has been described above with respect to tool  40 . 
     The primary difference between tool  40  and tool  100  is that tool  40  does not include any means by which the angular orientation of axle-engaging portion  42  may be adjusted with respect to handle portion  46 . Rather, with respect to tool  40 , these components are rigidly and un-adjustably fixed with respect to one another. By contrast, tool  100  does include a means for making adjustments (for example and without limitation angular adjustments) between axle-engaging portion  102  and handle portion  104 . To permit such adjustments, the embodiment of tool  100  illustrated in  FIGS.  6  through  14    includes an axle-engaging portion  102  that is separate and distinct from the handle portion  104 . These two components are adapted to have their angular orientation with respect to one another adjusted. This adaptation consists of adjustment flange  108 , adjustment extension  110 , fastener  112 , and spring-loaded pin  114 . The interplay between these components will be discussed in greater detail below. It should be understood that in other embodiments, other types of adjustment may be made. For example, and without limitation, in addition to (or instead of) being able to adjust the angular orientation of axle-engaging portion  102  with respect to handle portion  104 , the axial length of tool  100  may be adjustable by moving axle-engaging portion  102  closer to, or further from, the distant end of handle portion  104 . Other types of adjustments of the components may also be introduced without departing from the teachings of the present disclosure. 
     With respect to  FIG.  6   , tool  100  is illustrated with all of the individual components of tool  100  arranged in a fully assembled state. Axle-engaging portion  102  is aligned with handle portion  104  such that the angle between the two components is approximately one hundred and eighty degrees. Aligned in this manner, tool  100  is configured substantially the same as tool  40 . 
     Handle portion  104  and axle-engaging portion  102  are pivotably coupled to one another by fastener  112 . In the illustrated embodiment, fastener  112  comprises a conventional nut and bolt fastener. As best seen in  FIGS.  7  and  8   , adjustment extension  110  includes a pivot opening  120  extending through adjustment extension  110 . As best seen in  FIGS.  10  and  11   , adjustment flange  108  includes a pivot opening  122  extending through adjustment flange  108 . To facilitate pivotal movement of axle-engaging portion  102  with respect to handle portion  104 , handle portion  104  and axle-engaging portion  102  are disposed with pivot opening  120  and pivot opening  122  in axial alignment. The bolt of fastener  112  extends through pivot opening  120  and further through pivot opening  122  and the nut of fastener  112  fastens to the bolt of fastener  112 . Arranged in this manner, handle portion  104  and axle-engaging portion  102  are able to pivot freely with respect to one another. 
     To control the pivotal movement of axle-engaging portion  102  with respect to handle portion  104 , spring loaded pin  114  is employed. Spring loaded pin  114  is best seen in  FIG.  12   . Spring loaded pin  114  includes a stationary portion  124 , a pin portion  126 , and a ring portion  128 . Stationary portion  124  is configured for threaded engagement with a pin opening  130  in adjustment extension  110 . Pin portion  126  is axially aligned with stationary portion  124  and is configured to slide longitudinally with respect to stationary portion  124  along their shared longitudinal axis. Pin portion  126  is configured for clearance engagement with a plurality of pin openings  132  in adjustment flange  108 . As best seen in  FIGS.  11  and  12   , plurality of pin openings  132  are arranged along an arc such that each pin opening  132  is an equal distance from pivot opening  122 . A spring (not shown) biases pin portion  126  in a downward direction with respect to stationary portion  124  (downward when viewed from the perspective of  FIG.  12   ), causing it to protrude from a bottom of stationary portion  124 . When ring portion  128  is pulled in an upward direction (upward when viewed from the perspective of  FIG.  12   ), the biasing force of the spring is overcome and pin portion  126  retracts within stationary portion  124 . 
     When stationary portion  124  is threaded into pin opening  130  in adjustment extension  120  and when handle portion  104  is pivoted with respect to axle-engaging portion  102  about fastener  112  such that any pin opening  132  of plurality of pin openings  132  comes into alignment with pin opening  130  in adjustment extension  110 , the spring will cause pin portion  126  to protrude out of the bottom of stationary portion  124  and through the aligned pin opening  132 . When pin portion  126  extends through the aligned pin opening  132 , further pivotal movement of handle  104  is inhibited. By selectively pulling on ring portion  128  and contemporaneously pivoting handle portion  104  to a different angular orientation with respect to axle-engaging portion  102 , and then releasing ring portion  128 , the angular orientation of handle portion  104  can be locked into one of four different orientations with respect to axle-engaging portion  102 . One such angular orientation is illustrated in  FIGS.  13  and  14   . In other embodiments a greater or lesser number of pin openings  132  may be employed. In such other embodiments, a correspondingly greater or smaller number of angular orientations between handle portion  104  and axle-engaging portion  102  may be obtained. 
     As illustrated in  FIG.  6   , handle portion  104  includes knurling to improve an operator&#39;s grip on handle  104 .  FIG.  9    provides an expanded view of handle portion  104 . In  FIG.  9   , the details of the knurling are shown with greater clarity. 
     The ability to adjust the angular orientation of axle-engaging portion  102  with respect to handle portion  104  may permit greater accessibility to opening  38  in axle  32 , depending upon the angular orientation of nose landing gear  22  after aircraft  20  has been towed. It should be understood that the adaptation described above that permits axle-engaging portion  102  to be adjusted with respect to handle portion  104  is merely one non-limiting embodiment. Any other adaptation that permit adjustment of the angular orientation of axle-engaging portion  102  with respect to handle portion  104  may alternatively be employed without departing from the teachings of the present disclosure. 
     While at least one exemplary embodiment has been presented in the foregoing detailed description of the disclosure, 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 an exemplary embodiment of the invention. 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 disclosure as set forth in the appended claims.