Straight Through Processing With Secondary Loan

The STP trading platform includes computer software modules including at least an account management module, an electronic trading module, and a back office management module The customer-side software client 210 is configured to receive and display the composite price screens and to permit customer traders to create trade inquiries, search dealer offerings, receive dealer axes, execute trades, allocate trades, and perform various other back office functions, as further described below. Is there any composite price screens? Thus, through integration of the electronic trading module 160 and the account management module 120, the customer is provided functionality to selectively allocate the block trade to one or more sub-accounts. Once block trades are allocated, the customer-side electronic trading component 215 of the electronic trading module 160 can generate an allocation ticket for each allocation of the block trade. Once block trades are allocated, the customer-side electronic trading component 215 of the electronic trading module 160 can generate an allocation ticket for each allocation of the block trade. Thus, in essence, each allocation is treated for the purposes of allocation acknowledgement, electronic confirmation and settlement as a separate allocation ticket. Each allocation ticket contains an identifier that permits the electronic trading module 160 to store a data record for each allocation ticket in the trade history database 115. The allocation ticket also may contain an identifier linking it to the original block trade executed between the parties. In some instances the dealer may be able to confirm some of the allocations, but not all of the allocations. In this case, the block trade is assigned the “CONFP” state and a message is transmitted to the customer. Upon receipt of a message including a CONFP state, the customer can either (i) cancel and reissue new allocations or (ii) cancel or correct the block trade. If new allocations are made, then an allocation message with the state “ALLOC” is transmitted to the dealer and the process begins again until the trade is either confirmed or cancelled altogether. For trades affected on the STP trading platform 100, the trade details for block trades would be stored electronically in an associated trade history database 115. As described above, the trade history database 115 stores a record for each trade executed on the STP trading platform 100 using a unique identifier for each such trade. How to enable customers to automatically affirm trade details. The summary information preferably includes the number of trades, the number of trades cancelled or corrected, the number of block trades allocated or unallocated, the number of tickets generated, the number of trades confirmed or unconfirmed, and the number of trades for which there are errors. This summary interface allows back office personnel to quickly and efficiently determine whether any executed trades have outstanding issues that require attention. Similarly, the dealer has access to summary trade information on a customer-by-customer basis. In various reports, the data can be displayed in aggregate, as well as within various maturity or sector categories, as well as trade size ranges, and trade type categories Thus, through integration of the electronic trading module and the account management module , the customer is provided functionality to selectively allocate the block trade to one or more sub-accounts. Once block trades are allocated, the customer-side electronic trading component of the electronic trading module can generate an allocation ticket for each allocation of the block trade. Once block trades are allocated, the customer-side electronic trading component of the electronic trading module can generate an allocation ticket for each allocation of the block trade. Thus, in essence, each allocation is treated for the purposes of allocation acknowledgement, electronic confirmation and settlement as a separate allocation ticket. Each allocation ticket contains an identifier that permits the electronic trading module to store a data record for each allocation ticket in the trade history database . The allocation ticket also may contain an identifier linking it to the original block trade executed between the parties. In some instances the dealer may be able to confirm some of the allocations, but not all of the allocations. In this case, the block trade is assigned the “CONFP” state and a message is transmitted to the customer. Upon receipt of a message including a CONFP state, the customer can either (i) cancel and reissue new allocations or (ii) cancel or correct the block trade. If new allocations are made, then an allocation message with the state “ALLOC” is transmitted to the dealer and the process begins again until the trade is either confirmed or cancelled altogether. One or more dealers transmit trade quotes, in. The customer then, , selects one of the quotes to execute a trade. For trades affected on the STP trading platform , the trade details for block trades would be stored electronically in an associated trade history database. As described above, the trade history database stores a record for each trade executed on the STP trading platform using a unique identifier for each such trade. Why don’t we have multiple trades instead of a bundled (multiple allocations)? This is a front office problem. How to enable customers to automatically affirm trade details? There is nothing called CONFP (partial confirmation and move through with temp funding memo). It is a back office problem, who builds facilities. It can be made possible through STP but MOC should accept non legal document or temporary/Draft funding memo.

Anti- Analysis To Avoid Air Crashes – French investigators say usable data has been extracted from the cockpit voice recorder of Germanwings 4U 9525 –

With many such incidents in the recent past, it has intrigued many and it’s quite a serious matter to look into what has been followed and what is wrong in that. I believe now the dots need to be connected backwards (as Steve Jobs said) to find what is getting wrong. Data is everywhere but these data are not helping to avoid such crashes. It is a huge set back and my sincere condolence for everyone on board in Flight 4U 9525.
We all have to come strongly and there is a need for knowing what is getting wrong in these couple of years and what was so different in the past or few years before. Is that commonness in crash causing more crashes? Is that fearlessness of a crash in our mind the reason for these subsequent crashes? Just like when someone is making mistakes, he is likely to make mistake and will keep on making mistake until he is completely out that situation and pressure? I think it is applicable for everyone, every institution, IATA…….
_81902868_bb
“French investigators say usable data has been extracted from the cockpit voice recorder of Germanwings 4U 9525 but it has so far yielded no clues as to the cause of the plane’s crash.”
For such crashes, even if they know the reason, what do you think, is there any benefit of that in the immediate future?
Airline Company shouldn’t only look on the data and fancy on the beauty of those. It is very important to analyze what is missing in them, what is not there in the data, what is hard to find, that is not easy to define, that is so critical and shouldn’t be avoided, this is not easy; but these anti-analysis on conventional analysis will help to find a better solution.

Anti- Analysis To Avoid Air Crashes – French investigators say usable data has been extracted from the cockpit voice recorder of Germanwings 4U 9525

With many such incidents in the recent past, it has intrigued many and it’s quite a serious matter to look into what has been followed and what is wrong in that. I believe now the dots need to be connected backwards (as Steve Jobs said) to find what is getting wrong. Data is everywhere but these data are not helping to avoid such crashes. It is a huge set back and my sincere condolence for everyone on board in Flight 4U 9525.
We all have to come strongly and there is a need for knowing what is getting wrong in these couple of years and what was so different in the past or few years before. Is that commonness in crash causing more crashes? Is that fearlessness of a crash in our mind the reason for these subsequent crashes? Just like when someone is making mistakes, he is likely to make mistake and will keep on making mistake until he is completely out that situation and pressure? I think it is applicable for everyone, every institution, IATA…….
_81902868_bb
“French investigators say usable data has been extracted from the cockpit voice recorder of Germanwings 4U 9525 but it has so far yielded no clues as to the cause of the plane’s crash.”
For such crashes, even if they know the reason, what do you think, is there any benefit of that in the immediate future?
Airline Company shouldn’t only look on the data and fancy on the beauty of those. It is very important to analyze what is missing in them, what is not there in the data, what is hard to find, that is not easy to define, that is so critical and shouldn’t be avoided, this is not easy; but these anti-analysis on conventional analysis will help to find a better solution.