What Is An Operating Procedure

Here are five steps to follow when creating your own standard operating procedure:Develop a list of your business processesTo get started, have the managers talk to your employees about the duties they perform in their jobs every day. This will allow them to begin creating a detailed list of processes that need standard operating procedures.From there, you can review the list with your managers and look for any redundancies. This list will serve as a starting point for creating your standard operating procedure.Plan the processIn this step, you will need to decide on a format for your process. Do you want it to be a step-by-step guide or a workflow diagram? From there you can create a template. You will also need to decide how your standard operating procedure will be made visible to your employees. Will you have a written copy posted or will a copy be available online?Talk with employeesNow that you have your list of processes and you have created your template, you need to talk to your employees. This is important because you can’t fully understand the process unless you have spoken with the people who actually perform it on a daily basis. Only speaking with management is not enough.Write and review the processOnce you have spoken with your employees, immediately add your notes to the template. From there you can review your standard operating procedure with employees once again and obtain input from your managers. You should also determine who will be responsible for oversight and maintenance of the standard operating procedure.Keep in mind that all of your standard operating procedures should read the same way while still distinctly describing the functions of each area of your business.Maintain the processYour work is not finished once the standard operating procedure is written! In order for it to remain relevant and useful, you must maintain and update it at least once per year.A written standard operating procedure not only lets your employee know how they should be doing their job, it lets them know why. When you explain to employees why tasks are performed in a certain way they will be more likely to complete them.Standard operating procedures are time-consuming to create at first but the benefits are worth it. And they will save you a lot of time and frustration down the road.From What is a Standard Operating Procedure (SOP) and How to Write It

Under the Article 21 Constitution of India :-In India, security is provided to high-risk individuals by the police and local government.Depending on the threat perception to the person, the category is divided into four tiers: Z+ (highest level); Z; Y and X.Individuals under the security blanket include Cabinet Ministers, Chief Ministers, High Court and Supreme Court Judges, leading politicians, and senior bureaucrats. Details of the categories are as follows:Z+ category has a security cover of 36 personnel. Z category has a security cover of 22 personnel. Y category has a security cover of 11 personnel. X category has a security cover of 2 personnel.The SPG (Special Protection Group), NSG (National Security Guards), ITBP (Indo-Tibetan Border Police) and CRPF (Central Reserve Police Force) are the agencies responsible for providing securities to VVIPs/VIPs/Politicians/ High-profile celebrities and sportspersons.The NSG is used extensively to guard VIPs and VVIPs, especially those in the 'Z-plus' category. Many NSG personnel are seconded to the Special Protection Group (SPG) which guards the Prime Minister. However, the use of NSG for VIP protection has spiralled out of control recently. More than 19 persons currently enjoy NSG protection, mainly as a status symbol. The Home Minister has clamped down on this misuse and is currently phasing out the use of the NSG for VIP protection in all but the most serious cases (Z-plus category). From now on, NSG coverage will be provided based on a persons threat perception rather than status. This move has freed up a large number of operators for other missions. The NSG is also in demand as security consultants and are known to be active in the Middle East.

Well first we don’t know what actually happened, so it’s just guessing right now.As to your question, if you suspect you’re getting false airspeed and altitude info, you check it against the other pilot’s instruments as well as the standby instruments. They all come from different sources so the chances of them all being screwed up are extremely low.But, if it’s a bad day and they all are messed up, we have procedures to fly certain pitch and power settings to maintain airspeeds both inflight and on approach.If we had a stabilizer trim triming the nose down based on bad info, we override the trim with either the electric trim switch or manually with the trim wheels. Then we remove power from the electric trim system and fly it manually with the trim wheels. Not a dangerous thing at all, but it can be more manually taxing and tiring over a sustained period. The landing will also be a little more challenging and probably a firmer landing with manual trim.

Open the instruction manual supplied with the telescope or available through the manufacturers website.Follow the instructions in the instruction manual.If in need of more instruction go on Youtube and search for videos about Celestron 50AZ telescope.If still in need of more instruction join a local astronomy club.

Deep well submersible pump operation procedures are as follows:① The operator must master the general part of the operating procedures. The following are the same as the "② open pump operation: Submersible pump should be opened before the start of the release valve, and then closed, the outlet valve should not be closed when the start, can be slightly open some, to be opened immediately after the start to control to the appropriate location, submersible pump running smoothly Pressure gauge valve; submersible pump operation, observe the ammeter and voltmeter instructions whether there is a significant change in the operation of whether the noise, the normal operating current should not be greater than the motor nameplate on the specified rating; pump should be within the specified flow range , The pump flow must not be too large, too large or too small should be appropriate to adjust the opening of the outlet valve; one of the following circumstances should immediately stop running, the pump working state has not changed, the voltage rating and current exceeds the rated value, The pump intermittent water, the water pipe has a significant vibration, issued a bang of the noise, the protection switch frequently tripped. The following are the same as the "③ stop the pump, stop the sub-submersible pump operation, close the outlet valve and pressure gauge valve; pump stop, in order to reduce the water back, should cut off the circuit, turn off the valve; if restart, after 5min or longer Time to proceed.

With the possible exception of what will happen prior to take off (return to the terminal) there is no one answer.   Planes don't have a specific place where bodies are stored - the economics of flying an empty space around for most of the time simply don't allow it.Whilst there are people who literally drop dead I reckon that in most cases a call for medical assistance among the passengers would be the first step.   Airlines also have access to medical advice via the radio and the crew are trained in first aid.   When a medical emergency occurs the crew will work with the medical "assests" they have available to determine their next step.   What they do with the ill person depends on the flight.   If they have First Class or Business Class on board they may try and move the ill person to one of those seats - quite apart from the comfort of the passenger the space there makes it easier to care for the person.The next step is to determine whether to divert, or not.   This isn't as obvious as it sounds.   I think many people will assume the plane will divert to the nearest airlfield.   In practice several things have to be taken into account, from the medical point of view they will take into account the seriousness of the problem and whether the nearest airfield has adequate medical facilities.   It can make more sense to overfly a number of airfields to get to somewhere with good medical facilities.   Once you've made the decision to divert it's not easy to change that decision so it may be that when the patient dies it looks as if the diversion has been to offload the body when the original reason was to get the paitient to hospital.However, it is also quite feasible that the decision is made to continue which is what happened in this case Worst seatmate ever? Dead passenger = a partial refund.   I belive that once a passenger is dead most will continue to destination with the corpse in a seat somewhere.   There is no benefit to unloading the body and despite the discomfort of surrounding passengers (as in the story) the benefit to most of the passengers of arriving at their destination on time means continuing is often the best solution.The question of an autopsy will depend on various legal issues - there are different requirements in different countries but my underlying assumption would be that, yes, there would be an investigation to determine the cause of death but that it might be done when the body arives home.