Airbus A380 And Boeing 747

Airbus A380 And Boeing 747 Airbus A380 and Boeing 747 are the new generation of aircraft for long haul and bulk passenger flights. The Airbus A380 holds 525 passengers whereas the Boeing 747 holds up to 452 passengers The feat of flying is a giant leap forward as well as flying with a huge passenger load. The project is to produce a conceptual design of a large civil aircraft using advanced computerised aircraft methods. The mission profile defined for this aircraft is long haul, matching the Airbus A380s range of 15km [6]. Also, the aircraft to be designed is to carry 550 passengers, even more passengers than the Airbus A380. This can only be made possible by a number of criteria but the biggest problem comes from keeping the aircraft airborne under an increased passenger and structural load. The required lift for an increased load of this magnitude mainly comes from the combination of the lifting surfaces and lifting control surfaces of the wing. Wings (SA) Aircraft wing designers have drawn their inspiration from birds. Even in this day and age, engineers are still finding ways to improve design based on examples found in the ornithological (branch of zoology that deals with the study of birds) world [14]. Wings are airfoils that are attached to each side of the fuselage of an airplane and are the main lifting surfaces that support the airplane in flight [13]. Wings can be of different designs, sizes, and shapes. Different types of wings are used by manufacturers depending on the mission of the aircraft. A variety of wing shapes are shown in Fig.1. Each fulfils a certain need with respect to the expected performance for the particular airplane. Wings may be attached at the top, middle, or lower portion of the fuselage. Passenger airplanes usually have low wings. The number of wings on an aircraft can vary, for example airplanes with a single set of wings are called monoplanes and those with two sets are known as biplanes.[13] Fig.1: Examples of wing planform [12] Planform styles Wings have evolved over the years from simpler designs as well as the Canard configuration (a configuration in which the span of the forward wing is substantially less than that of the main wing) and straight wings to futuristic designs such as oblique and morphed wings. The Canard configuration was founded by the Wrights brothers where the tailplane is in front of the straight wing. Many years of research have been carried out to improve the aerodynamic efficiency and performance of wings in aircraft and evidence of this can be found in the more futuristic designs for aircraft. For example, the oblique wing is a wing of large span fitted about a pivot that rests on the top side of the fuselage and the wing can rotate about this pivot giving one side of the aircraft a forward swept wing and the other, an aft swept wing and vice versa. The varying sweep angle and configuration was the pinnacle point of research and development for this aircraft and was created to give the pilot more f reedom into how the aircraft can be flown at different speeds. [8] Variable sweep wings allow the aircraft to take advantage of the greater lift and handling qualities that come with straight wings during low speed phases such as takeoff and landing and can also benefit from the reduced drag and improved aerodynamic efficiency that comes with swept wings during high speed phases such as the cruise phase. However, this wing configuration is more likely to be found on high performance aircraft like military aircraft rather than transport maybe due to the unpleasant flying characteristics that come with the extreme wing sweep angles which could have discouraged transport aircraft designers from adopting this configuration in their designs. [8] Evolution of aircraft wings (SA) There were few large aircraft in the 1950s. In those days, some aircrafts wings were built by using wood instead of metal. One reason wings were built using wood is because there were a shortage of metal at that time [17]. This is due to various reasons. One factor in favour of the wood wing was the quality of the ride in turbulence. The ride of a wood wing was better than a metal one. The quality of the ride in a metal wing was harsher and stiffer than the wood wing [17]. Also, the stall characteristics of the wood wing were much better than the metal ones. A disadvantage of wood wing was that it would have to be replaced early due to rot. In1961, wings were no longer made of wood [11]. Instead metal wing was introduced. The reasons for this were for marketing aspects, that is, metal wing last longer than a wood one. People think of rot when they think of wood. When they think of Aluminium, they think it will last forever. Morphed wing (SAJ and SA) The morphed wing started as a conceptual design when then a prototype was eventually built to test the proposed idea. It works by using in-built shape memory alloy actuators which deforms into a different pre-proposed shape when heated. This new shape gives the wings a new set of aerodynamic characteristics adapting to different flight conditions or for a change in mission. [9] Airbus is trying to use similar principles to morph aircraft wings to make them highly adaptable. A bird glides for maximum lift and folds its wings for reduced drag and this is the principle that is adopted from birds which made Airbus focus on wing planform. Professor Meguid of University of Toronto believes the technology behind the UAV morphed wing design could eventually be applied to civil aircraft. Meguid also states that some big airplane manufacturers are already interested in this technology and current research is being done to implement morphed wings [14]. On the other hand, Airbus senior manager of flight physics research, David Hills, disagrees with the idea of using morphed wing in commercial aircraft. He points out that unlike military aircraft, commercial airliners do not need to drop like a stone, therefore do not need morphed wings. [14] Morphing aircraft are multi-role aircraft that change their external shape significantly to adapt to a changing mission environment during flight. This in turn creates superior system capabilities which are not possible without the shape changes of the wing. The objective of morphing activities is to develop high performance aircraft with wings designed to change shape and performance substantially during flight to create multiple-regime, aerodynamically-efficient and shape-changing aircraft. Different Wing configurations (SAJ) Braced wing They are normally used in transonic aircraft designs just like the aircraft the group is designing. This truss braced wing configuration proved better than the normal cantilever because of its reduced fuel consumption and improved aerodynamic performance. The configuration can be altered to maximise different performance criteria for example if minimum fuel emission is desired then the wings have a lower thickness-to-chord ratio (are a lot thinner) and if the maximisation of the lift to drag ratio is desired then the wings are in contrast a lot thicker. The main desirable outcome from the use of having supporting truss wing configuration is the result of lower span wise bending moments for given loading. However, having this means a lighter wing structure, which results in needing an increased span (therefore greater lift to drag ratio), thinner wing and a reduced chord. The outcome is a more thin and slender looking wings that would therefore hold less fuel. If the wing could then in turn be designed with a high aspect ratio, it could minimise induced drag and as the wing is thinner, it will minimise the production of wave/form drag. [1] However, this configuration is not desired because of its high wing. Biplane Configuration (SAJ) Having two wings on each side aligned vertically from each other, all wave drag that is caused by the thickness of airfoil is eliminated. However, at small angles of attack, the flow is similar to flat plate except for a small wave drag penalty. When the flow becomes choked, a lot of wave drag can be produced and this is controlled from the use of hinge slats. However, this is not an ideal configuration for the transport aircraft to be designed as this configuration is mainly used in supersonic aircrafts, not transonic. [5] Joint wing configuration (SAJ) Joint wing configuration is when the tail is attached to the wing on both sides. The advantage of this configuration is greater control when pitching the aircraft and that the tail provides adequate structural support of the wings. It also produces less drag and has an overall reduced structural weight compared to structural aircrafts of same span. Reduced structural weight is due to the tail acting like a truss in support of the wing and relieving bending moment. Disadvantages of this configuration are that it needs a far greater wing span for it to cope with the take-off field length and constraints. [2] Also, with a greater wing span, there is greater drag and weight compared to conventional configurations as shown in Fig.10. Therefore a conventional low wing cantilever design is preferred for the design of this aircraft. Winglets (SAJ) Winglets are the small vertical structures at the end of the wings to reduce the effects of leakage of flow from the under surface of the wing. The effect of different taper ratios (SAJ) Small taper ratios ensure that the wing is strong enough so that all vortex shedding ceases. However, increasing the taper ratio will result in less induced drag so therefore, the aircraft can take advantage of a greater flight range from less drag, larger taper ratio. Lower taper ratio wings are lower in weight but can hold an increased fuel volume. So the preferred design of the wing will be to have a small taper ratio to keep the weight of the wing low without causing excessive variation in CL and stalling characteristics of the wing. [3] Dihedral / Anhedral Angles (SA) The dihedral angle, that is, the wing tip chord raised above the wing root chord, assists roll stability. Dihedral angle is normally between 2 and 3 degrees and rarely exceeds 5 degrees. The figure below shows the dihedral angle of a low-wing configuration. An advantage of a low-wing is it permits more ground clearance for the wing tip. The opposite of a dihedral angle is an anhedral angle. Anhedral angle lowers the wing tip with respect to the wing root and is typically associated with high-wing aircraft. (Aircraft Design, A. Kandu) (a) Dihedral (midwing low tail) (b) Anhedral (high-wing T-tail) Effects of dihedral angle (SA) The dihedral angle affects the lateral stability of the aircraft. The greater the dihedral angle, the more stable it is during roll. However, having a small dihedral angle can mean that it is less stable, but it can increase the manoeuvrability. When an aircraft is disturbed from upright position, that is, rolling, the aircraft sideslips towards the downgoing wing; the dihedral angle increases the angle of attack to lateral flow producing additional lift to restore straight and level flight. [4] Leading edge strakes (SAJ) Leading edge strakes is a component just in front of the wing and provides usable airflow over the wing at high angles of attack, delaying stall and consequently loss of lift. LEXES, another abbreviation for the stakes are very highly swept lifting surfaces that generate high speed vortexes at high angles of attack and attaches itself to the top of the wing. This is not really needed on a transport aircraft and is more apt for military aircraft which flies at high angles of attack at times and therefore not required. [4] Wing size/ wing loading (SA) Wing size or wing loading affects the following characteristics of an aircraft: Take off / landing field length Cruise performance (L/D) Ride through turbulence Weight of aircraft Take off / landing field length (SA) To achieve short field length, large wings (low wing loading) are better than small wings (high wing loading). The wing can be kept small by using flaps. Flaps provide the possibility to obtain high values of CLmax. Pilot uses flaps or slats to modify the shape and surface area of the wing to change its operating characteristics in flight. (Roskam, 1985) Cruise performance (L/D) (SA) To achieve cruise flight close to (L/D)max a high wing loading is needed so that the cruise lift coefficient can be close to that at (L/D)max. Weight (SA) The larger the wing area, the greater the weight of the wing and therefore the weight of the airplane. High, Middle or Low wing (SA) The choice of high, mid or low wing configuration depends on the mission of the airplane (passenger, cargo). Hence the type of airplane that is considered plays a vital role in deciding the vertical location of the wing. Low wing (SA) Low wing aircraft, as shown in Fig.14 are planes with the wing mounted below the main fuselage of the aircraft. Aerodynamically, there is not much difference between the two wing locations. [16] Advantages (SA) A Low wing aircraft provides superior visibility above and to the sides of the aircraft. The visibility advantage shows in turns when the pilot can see where the turn will go, even in a steep bank. On the other hand, a high wing aircraft will block the view in the direction of a turn. [16] Low wing aircraft are thought to be easier to land in a crosswind. The reason for this is more to do where the landing gear is placed rather than its aerodynamics. On a low wing airplane, the gear is fixed and can be spaced wider apart than on a high wing airplane where the landing gear must be attached to the fuselage. Also, the landing gear of a low wing plane can be mounted straight up and down, which allows a more effective shock absorption system. [16] Most planes carry fuel in the wings. The fuel ports of a low wing aircraft is easy to reach compare to a high wing aircraft. High wing airplanes require climbing up on the plane to re-fuel it. Low wing aircraft uses (SA) A low wing allows commercial jets to have the wing spar go through the fuselage below the passenger cabin. This leaves a lot of room in the passenger cabin with full headroom from front to back. Low wing commercial jets have their engines mounted quite close to the ground. These planes need to fly and taxi on airports where the pavement is kept clean of any debris that could be sucked up by those big jet turbines. This is one reason why military cargo planes use a high wing design, to mount the engines higher off the ground. [16] High wing (SA) A high wing aircraft is when the wing is mounted above the fuselage. High wing is where the wing crosses the fuselage at the top. Advantages (SA) A high wing aircraft provides the best visibility below the aircraft. High wing airplane is also safer in a descent because it avoids the possibility of coming down on another aircraft, especially on approach to the airfield or in the traffic pattern. Planform Tailoring (SA) Many airplanes end up with significant planform irregularities. This is where the use of planform tailoring comes into play. Some reasons for using planform tailoring are: stall behaviour, pitching moment behaviour at high mach, aileron buzz and aerolastic behaviour. [Roskam, 1985] To improve stall behaviour of wing, that is, delay stall to higher angle of attack, leading edge extensions and/or droop may be used. Aileron buzz can occur if the wing sections at the aileron stations develop shocks close to the aileron hingeline. If the aileron is cable controlled then the aileron can develop a severe vibration which is known as aileron buzz. Such problems can be relieved by leading edge extensions. References Gur, O. (2010). Design optimisation of a truss braced wing transonic transport aircraft. Journal of aircraft. 47 (6), p1907-1917. Gallman, J.W.. (1993). Optimisation of joint wing aircraft. Journal of aircraft. 30 (6), p897-907. Ng, T.T.H.. (2002). Application of genetic algorithms to conceptual design of a micro air vehicle. Engineering applications of artificial intelligence. 15 (1), p439-445. Roskam, J. (1985). Preliminary configuration design and integration of the propulison system. Kansas: Roskam avaition and engineering corporation. p141-162. Kusunose, K.. (2011). Supersonic biplane a review. Progress in Aerospace Sciences. 47 (1), p53-87. Airbus A380 presentation. Boeing 747 presentation. Curry, M.. (2009). Past Projects AD-1 Oblique Wing. Available: http://www.nasa.gov/centers/dryden/history/pastprojects/AD1/index.html. Last accessed 11th October 2012. Stubbs, M.D. (2003). Kinematic Design and Analysis of a Morphing Wing. Virginia: Virginia Polytechnic Institute and State University. p1-72. Tsai, D.. (2011). University of Washington Department of Aeronautics and Astronautics Senior Capstone Project 2011. Available: http://www.behance.net/gallery/Aerospace-Engineering-Senior-Capstone/1553987. Last accessed 11th October 2012. http://www.mooneypilots.com/mapalog/woodwing.html http://www.centennialofflight.gov/essay/Theories_of_Flight/airplane/TH2G5.htm http://engg-learning.blogspot.co.uk/2011/03/introduction-to-aeroplane-airplane-is.html http://www.flightglobal.com/news/articles/aircraft-engineers-look-to-bird-world-for-new-and-improved-wing-designs-345832/ http://www.dtic.mil/cgi-bin/GetTRDoc?AD=ADA479821 Airplanes: Low Wing Aircraft Buyers Beware, Mooney M-20A and Bellanca Cruiser Wing Preliminary Calculations Size and wing area (S) Similar aircraft to the specifications we have made for our aircraft is the Airbus A380 and the Boeing 747. Using the Roskam volumes, the aspect ratio of the Boeing 747 is 7.0 (Roskam, page 374) and 7.53 for the Airbus A380-100 (1). The wing span of the Boeing 747-400 is 229ft and the airbus A380 has a wing span of 261ft 9in (1). The reference wing area of the Boeing 747-400 is 6824 square feet and the reference wing area of the Airbus A380 is 9095 square feet (ft2)(1). The takeoff weight for our proposed aircraft is around about 1300000lbs (1221267.35lbs or 553957.5516901kg). The wings of the aircraft generates most of the total lift of the aircraft so in order for the aircraft to take flight, the lift would at least have to equal the weight of the aircraft. The lift equation is as follows: The velocity can be calculated through the equation where a= the square root of the product of Gamma (1.4), R (287) and the Temperature. The cruise Mach number specified for this aircraft (A380) is 0.89. The temperature at 35000ft, which is the cruising altitude proposed for this aircraft, is -54.23 Celsius which is 218.93 Kelvin. Hence, a = à ¢Ã‹â€ Ã… ¡1.4 ÃÆ'- 287 ÃÆ'- 218.93 = 296.59 Therefore the V = 0.89 ÃÆ'- 296.59 = 263.97 The coefficient of lift for takeoff is 1.6 -2.2, for cruise it is 1.2-1.8 and for landing it is 1.8-2.8, so take the coefficient of lift to be 1.8. The stall speed of an airbus A380 is 121kt (224 km/h) = 60.5 m/s and the 747X Stretch is 128kt (237 km/h) (1) So, say the stall speed of the proposed aircraft should be 128kt, or 65.792m/s Knot (kt) m/s 1 0.51 ft2 m2 1 0.0929 Rearrange, the lift equation to make the wing area the subject: = The density of air is taken at sea level to be 1.225 kg/m3 50 kt = 25 m/s Therefore, wing area = 553957.5516901/ 0.5 x 1.225 x 252 x 1.8 = 803.929 m2 Since the proposed aircraft is to be designed to carry more passengers than the airbus A380 and the Boeing 747-400, a larger wing span is proposed to create more lift, so b = 265ft. The aspect ratio can be calculated by: Aspect ratio= b2/S where S = Reference Wing Area and b = Wing Span A (Aspect ratio) of A380 = 7.53 (550 passengers) New A = 8 (an assumption based on having more passengers, 600) Aspect ratio= b2/S= 280^2/6824=10.29 Sweep Angle The sweep angle of the Boeing 747 is 37.5 degrees, the taper ratio is 0.25 and the dihedral angle is 7 degrees (Chapter 6, part II, page 146, Table 6.7, ROSKAM). In terms of the mission profile, size and configuration this aircraft is comparable to the A380. The sweep angle of the A380 is 33.5 degrees and taper ratio is approximately 0.3. (http://www.dept.aoe.vt.edu/~mason/Mason_f/A380Hosder.pdf). For the proposed aircraft, the sweep angle should be 30 degrees. Thickness Ratio the thickness ratio of the airbus a380 is 6%. (http://www.dept.aoe.vt.edu/~mason/Mason_f/A380Stephens.pdf) The thickness ratio of the boeing 747 is Airfoils http://www.allstar.fiu.edu/aero/wing31.htm http://www.allstar.fiu.edu/aero/images/pic3-1.gif A deep camber should be used which gives high lift and low speeds. Suitable for transport planes. http://www.allstar.fiu.edu/aero/images/fig18.gif http://www.ae.illinois.edu/m-selig/ads/afplots/sc20610.gif Airfoil for the wing root (http://www.ae.illinois.edu/m-selig/ads/afplots/sc20610.gif) http://www.ae.illinois.edu/m-selig/ads/afplots/sc20606.gif Airfoil of wing tip (http://www.ae.illinois.edu/m-selig/ads/afplots/sc20606.gif) (6) Taper Ratio The taper ratio of the Boeing 747 is 0.25 The taper ratio of the A380 is 0.3. For the proposed aircraft, the taper ratio should be 0.25. (7) Incidence Angle and Twist Angle Incidence angle of the Boeing 747 is 2 degrees. (Roskam) (8) Dihedral angle The dihedral angle of the Boeing 747 is 7 degrees. (9) Lateral control surface size and layout

Primary Education in Turkey, Morocco, Egypt, Greece, and the United States :: Essays Papers

Primary Education in Turkey, Morocco, Egypt, Greece, and the United States Throughout this program I have been confronted with many images and facts about primary education that I will not soon forget. The sounds of young Turkish children reciting "I am a Turk, I am strong"; the image of six year olds in Morocco learning to memorize the Qur'an before they can read or write; the idea of community schools in Egypt where students and parents learn together to benefit and bring prosperity to the community as a whole; and, finally, the idea that art is so important to Greek culture that it is one of the five major goals of primary education. These are all interesting things, they are all things I never would have expected to learn through this program, and they have made this topic and project more meaningful for me. I chose the topic of primary education not only because I am studying to be a teacher, but also because there are a lot of controversies and new ideas that are coming into American education currently, particularly the acts and ideas of No Child Lef t Behind, and I was curious to research how other countries were dealing with the same issues that we see in the educational system of the United States. I started my learning plan with the goals of seeing how primary education was structured in each of the countries we were visiting (Turkey, Morocco, Egypt, and Greece) both theoretically as well as how effective the actual practice of education was, to see what the situation regarding the primary education of girls was in each of the countries and what differences existed in the education of the two genders, to find out the unique solutions each country had found for their own educational system that addressed their country's own specific challenges, to see the role that nationalism and religion played in the primary education of students in each of the countries, and finally to come to the grand finale of the purpose of primary education in each of the countries, to use that information to help me better understand primary educati on, and to compare these findings to the purpose of primary education in the United States. In my project today I plan to lay out seven aspects of primary education, explain how each of these aspects is carried out in the four countries we visited, and then to speak about how each aspect influences the cultures of Turkey, Morocco, Egypt, and Greece.

Hawthorne Studies (Organisational Behaviour)

HAWTHORNE STUDIES The most important contribution to the human relations movement within organizational behavior came out of the Hawthorne studies undertaken at western electric company’s Hawthorne works in Chicago in between 1924 and 1932. Main researches were Elton Mayo, Dickson, Whitehead, and Rothlisberger. The researchers originally set out to study the relationship between productivity and physical working conditions. They conducted various researches in four phases with each phase attempting to answer the question raised at the previous phase.The four phases were; 1. Experiments to determine the effects of changes in illumination on productivity; Illumination experiments (1924-27) 2. Experiments to determine the effects of changes in hours and other working conditions on productivity; Relay assembly test room experiments (1927-28). 3. Conducting plant wide interviews to determine worker attitudes and sentiments, Mass interviewing program (1928-30). 4. Determination and analysis of social organization at work; Bank wiring observation room experiments (1931-32). Illumination experiments:-The experiments began in 1924 and extended over several years. The purpose was to examine the relation of quality and quantity of illumination to efficiency of industrial workers. Control and experimental groups were established. The experimental group was presented with varying illumination intensities, while the control group worked under a constant intensity. The researches were surprised to see that productivity increased to roughly the same rate in both the test and control groups. It was only in final experiment, where they decreased illumination levels to 0. 0f foot candle (roughly moonlight intensity) that an appreciable decline in output occurred. The engineers concluded that illumination intensity was not directly related to group productivity, but they could not explain the behavior they had witnessed. Relay assembly test room experiments:- Relay assembly test room experiments were designed to determine the effect of changes in various job conditions on group productivity as the illumination experiments could not establish relationship between intensity of illumination and production.For this purpose, the researchers set up a relay assembly test room and two girls were selected. These girls were asked to choose four more girls as company-workers. Following ere the changes and the resultant outcomes; 1. The incentive system was changed so that each girl’s extra pay was based on the other five rather than output of larger group. The productivity increased as compared to before. 2. Two five-minute rests –one in morning session and other in the evening session – were introduced which were increased to ten minutes.The productivity increased. 3. The rest period was reduced to five minutes but frequency was increased. The productivity decreased slightly and the girls complained that frequent rest intervals affected the rhythm of the work. 4. The number of rest pauses was reduced to two of ten minutes each, but in the morning, coffee or soup was served along with sandwich and in the evening, snack was provided. The productivity increased. 5. Changes in working hours and workday were introduced. Productivity again increased.As each change was introduced, absenteeism decreased, morale increased and less supervision was required. Mass interviewing program During the course of experiments, about 20,000 interviews were conducted between 1928 and 1930 to determine employee’s attitude towards company, supervision, insurance plans, promotion and wages. Initially these interviews were conducted by means of direct questioning but later it was changed to non-directive interviewing where interviewer was asked to listen to instead of talking, arguing or advising.During the course of interviews, it was discovered that worker’s behavior was being influenced by group behavior. Bank wiring observatio n room experiments The concluding study at Hawthorne was significant because it confirmed that the importance of one aspect of the informal organization on worker productivity. Specifically, the researchers studied workers in the bank wiring room and found the behavioral norms set by the work group had a powerful influence over the productivity of a group. The higher the norms, the greater the productivity.The lower the norms, the lower the productivity. The power of the peer group and the importance of the group influence on individual behavior and productivity were confined in the bank wiring study. Findings ?Workplaces are social environments and people are motivated by much more than economic self-interest. ?The girls were allowed to have a friendly relationship with their supervisor and they felt happier at work. ?They felt like part of a team when changes were discussed in advance with them. Flowing from the findings of these investigations he came to certain conclusions as fo llows: Work is a group activity. oThe social world of the adult is primarily patterned about work activity. oThe need for recognition, security and sense of belonging is more important in determining workers' morale and productivity than the physical conditions under which he works. oA complaint is not necessarily an objective recital of facts; it is commonly a symptom manifesting disturbance of an individual's status position. oThe worker is a person whose attitudes and effectiveness are conditioned by social demands from both inside and outside the work plant. Informal groups within the work plant exercise strong social controls over the work habits and attitudes of the individual worker. oThe change from an established society in the home to an adaptive society in the work plant resulting from the use of new techniques tends continually to disrupt the social organization of a work plant and industry generally. oGroup collaboration does not occur by accident; it must be planned an d developed. If group collaboration is achieved the human relations within a work plant may reach a cohesion which resists the disrupting effects of adaptive society.

How does advertisement influence peoples behaviour

Abstract In the modern world, advertisement is everywhere. In every abundance walk of life, there are huge competitions. As a result, advertisement has become more important. If you can be more noticeable, it means you would have chances to market. Therefore, advertising has great impact on different people. Advertising, is mainly used in market, refer to marketing message, which is presented by an identified sponsor in extinctive media such as the television, newspapers, radio, magazines and Internet. The term may be used to refer to message presentation in the marketplace. The term may also be extended to show a product in a television program or†¦show more content†¦Moreover, the communications among family members may also impact young people’s interactions. Another significant evidence suggests that advertisement in television effect children a lot. Media influences most children’s requests for advertised products. Another important way young people can be affecte d is peers. At school, children spend long time studying or playing together. They can learn from each other what clothing styles are popular right now or how to wear can get more attention from others. In addition, peers influence a lot in children’s interaction for products. For example, they learn from their friends which stores are cheaper, which brands of selected products are much better. It is logical that if child A and child B are good friends, they always paly together, and if child A likes a brand of products, then child B will be influenced by child A, and start loving this brand of products. Also, there is an increasing evidence show that the more children affect each other, the more products will be purchased by children. Thus, children are the huge consumer group in the world. The effect of advertisements on women in society. In the history, there is a standard of â€Å"beauty† during every period of time. 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Consumer buying behaviour (CBB) is crucial for marketers, at the same time it is a difficult subject to understand. CBB is not only about what consumers buy or what they are interested. CBB is all about why consumersRead MoreNon Profit Organization Marketing : An Organization Essay1867 Words   |  8 Pagesintention because marketing need lots of money to implement and would directly influence the donations to actual beneficiaries (Chong, Lam Siu, 2004). â€Æ' Celebrity Endorsement Celebrity endorsement is a well-known marketing strategies adopted by both private and non-profit organizations in brand recognition and recall (White, 2012; Chan, Luk Ng, 2013; Awasthi and Choraria, 2015). It is defined as any individual whose behaviour are noticed by publics in the society while enjoys public recognition and