Hydraulic actuators are one of the most viable choices due to their high power-to-weight ratio,low cost, robustness, fast response and great power supply. The present work focuses onbuilding an elevator prototype model simulates real hydraulic elevator. This model consists ofhydraulic parts (double-acting hydraulic cylinders, pump, valves, pipeline and filter) andelectronic parts (PLC, push-bottoms, relays and encoder). It is built with three floors in about300 cm height (total with the cylinder) to elevate a 30 kg payload and controlled by a PLCcontroller of (DELTA DVP-ES32) with 16 inputs and 16 outputs. The PLC receives input signals asorders from the operator as well as sensors and encoders. The PLC is programmed with WPSOFT2.46 Ladder diagram software to basically calling the elevator cabin through three locations andenabling its arrival at the desired floor. The cabin descent is achieved by using a proportionalcontrol valve which is controlled by the PLC. The cabin door is automatically opened and closedby DC motors. It is observed that, the application of this partnership between the PLC and theproportional valve in the build model helped to achieve excellent results in terms of systemcontrol and its efficiency, response, and smoothness.
The Cooper-Harper rating of aircraft handling qualities has been adopted as a standard for measuring the performance of aircraft. In the present work, the tail plane design for satisfying longitudinal handling qualities has been investigated with different tail design for two flight conditions based on the Shomber and Gertsen method. Tail plane design is considered as the tail/wing area ratio. Parameters most affecting on the aircraft stability derivative is the tail/wing area ratio. The longitudinal handling qualities criteria were introduced in the mathematical contributions of stability derivative. This design technique has been applied to the Paris Jet; MS 760 Morane-Sualnier aircraft. The results show that when the tail/wing area ratio increases the aircraft stability derivative increases, the damping ratio and the natural frequency increases and the aircraft stability is improved. Three regions of flight conditions had been presented which are satisfactory, acceptable and unacceptable. The optimum tail/wing area ratio satisfying the longitudinal handling qualities and stability is (0.025KeywordsLongitudinal Handling---Stability---Tail Design