PIERRE THIVEND

SENIOR SYSTEM ENGINEER (ECSA Professional Engineer, Reg. 20150096) E-mail: [email protected]; [email protected];

EDUCATION 1976 MSc in Aeronautical and Space Engineering from Ecole Nationale Supérieure de L’Aéronautique et de l’Espace (ENSAE – SUP AERO www.isae.fr), with special interest in Avionics and Radar. ENSAE is the leading French engineering school in the field of Aeronautical and Space Engineering. 1977 Advanced Course in Systems Engineering Management from ENSAE – SUP AERO.

OTHER INTERESTS o Glider Pilot o Private Pilot, Instrument Rating o 1000 flight hours

CAREER SUMMARY

From To Employer Position Held Avions – www.dassault-aviation.com 08/1977 05/1985 Avionics Integration Engineer Avionics and Weapon Systems Integration Centre Brétigny Flight Test Centre - Schlumberger Well Services 05/1985 07/1986 www.slb.com Section Manager, System Test Austin Engineering Centre, Austin, Texas - USA Schlumberger - Sentry Test Systems 07/1986 11/1986 System Test Engineer San Jose, California - USA Avions Marcel Dassault – Breguet Aviation Section Manager, Maintenance Training 11/1986 03/1987 www.dassault-aviation.com Simulators Logistic Support Centre (DSE) in Velizy, France Sagena , part of the ATE group System Engineer – Consultant at ATLAS 03/1987 01/1988 Midrand, Aviation www.ate-southafrica.com Sagena Manufacturing, part of the ATE group Program Manager, ROOIVALK 01/1988 07/1990 Midrand, South Africa Integration Benches Development www.ate-southafrica.com Aéronautique et Systèmes, part of the ATE group 08/1990 03/1993 System Engineer - Consultant Evry, France Advanced Technologies and Engineering 04/1993 01/1996 Midrand – South Africa System Engineer, Pilatus Trainer Program www.ate-southafrica.com Advanced Technologies and Engineering Integration Manager, Mirage F1 Avionics 01/1996 04/1998 Midrand – South Africa Upgrade www.ate-southafrica.com Advanced Technologies and Engineering 04/1998 06/2000 Midrand – South Africa Division Manager, Integration and Test www.ate-southafrica.com ATE International 06/2000 09/2011 Senior System Engineer www.ate-.com Advanced Technologies and Engineering then Paramount Advanced Technologies 10/2011 Date Midrand – South Africa Senior System Engineer www.ate-southafrica.com www.paramountgroup.com

PROFESSIONAL EXPERIENCE Current: Senior System Engineer at Paramount Advanced Technologies (previously Advanced Technologies and Engineerin), reporting to the Engineering Director. I am currently responsible for:  Integration. testing and qualification of the Main Sighting Systems for the Mi24 and EC635 helicopters.  Integration, testing and qualification of the BARIER and INGWE Anti-Tank missile systems on the Mi24 and EC635 helicopters  Integration, testing and qualification of the Laser Designator on the EC635.

Background: In 2007, ATE was contracted to provide a new avionics and weapons package for the MIL Mi-24 attack helicopters for a foreign customer. In January 2009, ATE was contracted by EUROCOPTER (now HELICOPTERS) to develop the Stand Alone Weapons System (SAWS) upgrade package for the EC635 light helicopter. Both programs have been running concurrently, and are currently in the final qualification phase, with ongoing delivery of production kits and modification of production helicopters. In addition, a refurbish and requalification of the INGWE missile system is currently ongoing on the Algerian Mi24 fleet. As Senior System Engineer in charge of the development, integration and qualification of the Main Sight Systems and Laser Guided Weapons, I have been responsible for:  Technical development, integration and qualification of the new Main Sighting Systems  Integration and qualification of the BARIER and INGWE anti-tank missile  Integration of the Laser Designator weapons guidance system on the EC635 helicopter  Providing customer support to the Algerian Air Force for the refurbish / upgrade of their existing Mi24, and for the requalification of the INGWE missile after the refurbish. Responsibilities: Contract Negotiations: Part of the ATE team responsible for the contract negotiation with EUROCOPTER for the EC635 SAWS upgrade. Participating in the selection of, and contractual negotiations with, the main subcontractors for the development and procurement of Main Sight and Guided Weapons Systems equipment. System Design and Specification: Preparing the system level and component level specifications, and software functional requirement specifications for the laser guided weapons for the Mi-24 and the EC635 helicopters: System Safety: Preparing the safety justification of the laser guided weapons for both programs and presenting the results to PAT Safety Review Board for the Safety of Flight clearance of the laser guided weapon systems. As Laser Safety Officer for PAT, I am also responsible for Paramount Laser Safety Procedure to comply with Occupational Health and Safety and international guidelines for the safe use of hazardous laser systems. System Integration: Supervising the integration of the laser guided weapons with the main sight and with the other helicopter systems at the Avionics Integration Bench (AIB), and on the helicopters. Flight Testing: Preparing Flight Test Requirements, providing engineering support during flight test execution and analysing flight test results for the Main Sight and for the Laser Guided Weapons on the Mi-24 and EC635 helicopters.

February 2006 to November 2007: Employed by ATE International as Senior System Engineer and Technical Coordinator, reporting initially to ATE International Vice- President Fixed Wing (Mr Alain Alexandre) and then to the Program Manager (Mr Dirk De Villiers) Background: In March 2006 ATE was contracted by a foreign customer for the definition of an upgrade package for the C130 transport aircraft. The contract also included an audit of the existing customer industrial capabilities. I was initially part of the marketing team, responsible for the technical aspects of the contract, and then I was appointed as Senior System Engineer and Technical Coordinator for this program. This program involved spending approximately 7 month in the customer country. Responsibilities:  Prepare the contract Technical Proposal, Technical Development Plan and Statement of Work.  Negotiate the contract with the customer as part of ATE marketing team.  Set-up and manage ATE on-site office in the customer country.  Coordinate and manage the engineering teams in ATE and in the customer country.  Prepare and maintain the System Development Specifications for the upgrade.  Prepare budgetary estimates and technical development plans with ATE engineering specialists and with the customer.  Prepare the Qualification / Certification strategy.  Manage technical reviews with the customer and the end user.  Audit existing customer capabilities with ATE specialists. Prepare audit report and present audit results to the customer.  Prepare detailed facilities requirements and budgetary estimates for the execution of the program by the customer.

September 2005 to June 2006: Employed by ATE International as Senior System Engineer, reporting to ATE International Vice-President (Mr. André Lacroix).

Background: The VULTURE is an Unmanned Air Vehicle (UAV) developed by ATE for the . The digital autopilot developed by ATE includes a fully automatic landing mode which flies the UAV into a recovery net. The accuracy of the autopilot during recovery was unacceptable, compromising the mission and delaying the delivery of the entire system. I was appointed to lead the corrective action team responsible for the modification of the autopilot. After modification, the system was successfully demonstrated to the South African Army and ARMSCOR in February 2006. The evaluation included 20 successful automatic recoveries witnessed by the customer. During the same period, I was also responsible for investigating a Total Energy Control Autopilot for the UAVs. Responsibilities:  Technical management of the team  Review the autopilot design, and analyse flight test and simulation results to understand the causes of the problem.  Update the UAV simulation models (aerodynamic, engine and autopilot) to represent more accurately the aircraft dynamic. Tune the simulation models to match data recorded during flight tests, and identify the main causes of disturbances during final approach.  Modify the autopilot design to improve the accuracy and robustness during the final approach phase, and validate the changes by simulation and hardware in the loop stimulation at the UAV integration bench.  Specify flight tests requirements to perform simulated approach trajectories. Analyse tests results to verify the autopilot performances under real flight conditions and clear the system for customer demonstration.

March 2003 to March 2005: Employed by ATE International as Senior System Engineer, reporting to ATE International Vice-President (Mr. André Lacroix). Background: ATE was contracted by the Algerian Army for an upgrade of the BMP1 Infantry Fighting Vehicle and T72 Main Battle Tank. The BMP1 upgrade included full day/night fighting capabilities and anti-tank capability with INGWE missile. The T72 upgrade included full day/night fighting capabilities, and digital fire control system. ATE partnered with IST (now BAE Land Systems) for this development. A joint development team was set up in RSA with representative of the Algerian Army, IST and ATE to design the upgrades. After initial development and testing in RSA, the modifications were implemented on the Algerian Army BMP and T72 demonstrators and handed over to the customer for operational evaluation. I was appointed System Engineer in charge of both upgrades, in RSA and in Algeria. This program involved spending approximately 4 month in Algeria to supervise the modification of the prototypes, train the customer crews and provide support during the operational evaluations at the firing ranges. Unfortunately ATE was not contracted for production. Responsibilities:  Technical management of the joint engineering team  Define, review and approve system requirements and detailed components specifications, based on the inputs provided by the customers and by the SANDF.  Coordinate with IST the modification of both prototype vehicles in South Africa  Integrate and test the prototype in South-Africa, including live firing of the INGWE missile and T72 main gun.  Coordinate with IST the modification of the BMP and T72 demonstrators at the Base Centrale Logistique in Algeria, using the customer’s workforce and facilities.  Train the customer’s personnel and perform the operational evaluation of the upgraded vehicles with the customer.  Analyse test results and provide inputs to the customer for the operational evaluation report.

June 2000 to March 2003: Employed by ATE International as Senior Engineer, reporting to the Vice-President Helicopters (Mr André Lacroix) Background: The INGWE Anti-Tank missile developed by KENTRON (now DYNAMICS) was selected as the main weapon for the Algerian Mi-24 upgrade. During initial flight tests in RSA, the missile performance was unacceptable, with a hit probability less than 20%, causing serious delays in the delivery of the weapon system, and putting the whole contract at risk. I was put in charge of the joint ATE / KENTRON / KREON corrective action team. We identified and corrected several hardware and software issues in the missile guidance unit, in the missile position measurement system and in the missile autopilot. After implementation of these corrections, the missile achieved a hit probability greater than 85%. More than 2700 production missiles have subsequently been delivered to this customer. This program involved spending approximately 9 month in Algeria. Responsibilities:  Technical management of the joint team.  Analyse existing test results (flight video, flight test data and missile data logger) with KENTRON specialists to identify the problems affecting the missile performances.  Update the missile flight simulation model developed by KENTRON, to simulate more accurately the missile launch and capture phase on the MI-24 helicopter. Analyse simulations results and optimise the autopilot capture and guidance laws for the helicopter: o Take into account the helicopter flight dynamics and rotor aerodynamic disturbances o Improve the missile stability at high speed, and make the autopilot more tolerant to disturbances of the guidance beam o Improve the missile launch envelope  Modify the guidance system in the main sight to minimise disturbances during missile capture and improve position measurement accuracy.  Organise ground and flight tests in RSA and in Algeria, and analyse the results with KENTRON to validate the modifications.  Organise the missile evaluation and final customer acceptance in the customer country: The acceptance included firing two live missiles on each production helicopter.

May 1999 to March 2003: Employed by Advanced Technologies and Engineering, as Integration and Test Manager for the Mi24 upgrade program, reporting to ATE Managing Director (Mr Carel De Beer), then to ATE International Vice-President Helicopters (Mr André Lacroix). Background: In 1998 ATE was contracted by the Algerian Air Force to deliver Mi-24 attack helicopters fitted with modern avionics and weapons package providing night fighting and long range anti-tank capabilities. The system was developed and qualified in South Africa, with initial flight tests performed on ATE prototype Mi24. The retrofit of the fleet was performed by a joint ATE / Customer team in the Algerian Air Force upgrade facility. 48 Mi-24 helicopters were modified and delivered. This task involved spending approximately 6 month in Algeria. Responsibilities:  Technical management of the integration team locally and overseas.  Identify the electrical interfaces on the prototype helicopter to interface ATE equipment with existing Russian systems. Integrate and test the new avionics and weapon system. Provide support to the flight test team during flights tests of the prototype helicopter in RSA.  Organise integration support for the production line in Algeria, prepare production test procedures and test equipment.  Install the avionics upgrade kits on the production helicopter, and perform production acceptance (each production helicopter acceptance required a team of 3 integration specialist for 2 weeks on site).  Prepare flight acceptance procedures and train customer flight crew for the execution of the production acceptance flights. Manage flight line and organise production helicopter acceptance with the customer. Each helicopter acceptance required 3 successful acceptance flights, including live weapons firing tests on each helicopter. ______April 1998 to June 2000: Employed by Advanced Technologies and Engineering as Manager, Integration and Test Division, reporting to ATE Managing Director (Mr Carel De Beer). Background: The Integration and Test Division was providing integration and test services to the Fixed Wing, Helicopter and UAV divisions in ATE. The main purpose was to establish common integration standards, methodology and tools across the various programs in ATE, as part of ATE ISO 9001 quality accreditation by BVQI. Responsibilities:  Manage avionics integration engineers and engineering technicians  Plan and control the budget for the division  Specify avionics integration facilities and personnel requirements  Prepare Integration Operational Procedure for ATE Quality Assurance Manual.  Review the procedure with ATE QA and BVQI  Support ATE QA during the company audit by BVQI in order to achieve ISO 9001 quality accreditation.

January 1996 to April 1998: Employed by Advanced Technologies and Engineering as System Integration Manager in charge of the Mirage F1 Avionics Upgrade program, reporting to ATE Program Manager (Alain Alexandre). Background: In 1996 ATE was sub-contracted by THALES for a Radar, Navigation and Weapon System upgrade for 55 Mirage F1C for the Spanish Air Force. ATE was responsible for the development, testing and qualification of the upgrade package, and the acceptance of the upgrade kits on the production aircraft. System integration was done by ATE in South Africa, flight tests were performed by SABCA in , and CASA was responsible for the production aircraft upgrade in Spain, using upgrade kits delivered by ATE. I was appointed Avionics Integration Manager, with a team of 2 engineers and 2 technicians. Responsibilities:  Train and manage the integration team in RSA, Belgium and Spain during the development and production phase of the program.  Specify requirements for the integration facilities. Prepare the Prime Item Development Specifications for the Avionics Integration Benches (AIB). Manage the AIB development with the subcontractors and with other ATE departments: Two integration benches were produced: one for system integration in South Africa, the second to support the prototype flight tests and the aircraft production line in Spain.  Manage day to day integration activities at the AIB. Prepare and validate the System Acceptance Test Procedures for the prototype and for the production systems. Manage system configuration under test at the AIB and on the prototype aircraft. Manage and resolve non-conformance reports.  Manage the integration of the prototype avionics equipment before delivery to flight test.  Test and validate mission software.  Integrate the ballistic weapons and demonstrate ballistic accuracy by real time simulation tests at the AIB:  Set up flight test support bench at SABCA. Install the system on the prototype aircraft, and perform with SABCA the ground acceptance tests for each flight test configuration. Provide support to flight test to analyse flight test data and rectify problems identified during flight tests.  Manage production acceptance test of each upgrade kit before delivery.

March 1993 to January 1996: Employed by Advanced Technologies and Engineering as Avionics System Engineer for the PILATUS PC7 ASTRA Trainer Aircraft program, reporting to ATE Program Manager (Carel De Beer). Background: In March 1993 ATE was sub-contracted by PILATUS AIRCRAFT Ltd. for the development of an integrated avionic suite for the PC7 trainer Aircraft. The system featured dual glass cockpit with integrated HMI, radio and radio-navigation managed by ATE mission computer. ATE was contracted for the development, qualification and delivery of 60 production sets plus spares. The first production set was delivered 18 month after placement of contract, and the total contract was completed in 48 month. I was appointed Avionics System Engineer for this program. Responsibilities:  Prepare and maintain the System Development Specifications, and ensure requirement traceability and compliance during development.  Liaise with the PILATUS, the Air Force, and ARMSCOR on all technical matters.  Coordinate system evaluation with the customer, analyse and specify new requirements.  Manage subcontractors and ATE in house development team on all technical aspects. Review and accept equipment specifications, monitor qualification results, manage non-conformances and check implementation of changes.  Manage system integration at the Avionics Integration Bench, identify problems and validate design changes. Plan and execute system acceptance at the bench.  Install the system on the prototype aircraft at PILATUS facility in , and perform the ground acceptance tests with PILATUS team. Provide support to PILATUS during flight tests in Switzerland.  Prepare and coordinate flight test of the system in RSA with the South African Air Force Flight Test Centre (TFDC), brief test crew, provide support during the tests and analyse test results.  Prepare and present the IFR qualification of the Avionics System to the Air Force Certification and Qualification Board.  Train ATE integration and field service engineers.

January 1992 to March 1993: Employed by Aéronautique et Systèmes (part of the ATE group) as Project Manager, reporting to the Managing Director (Mr Michel Porta) Background: In January 1992, A&S was contracted by the Paris Public Transport Company (RATP) to develop a technology demonstrator for providing real time geolocation, guidance and alarm monitoring for the public transport busses in Paris. The system used differential GPS hybridised with gyro and odometer to provide accurate localisation and guidance. It linked into the existing RATP radio communication network to report vehicle position and alarm status to RATP main control centre. I was appointed system engineer for this project. The system was successfully demonstrated in July 1992, and it was selected by RATP to be presented at the 1992 UIT Congress in Paris. Responsibilities:  Manage the project, select and procure equipment.  Define the interfaces with RATP control centre.  Develop the gyro/odometer acquisition interfaces, the hybridisation algorithm, and the radio management software.  Set up and calibrate the differential GPS reference station.  Install the system in the demonstration vehicles and perform the operational evaluation and demonstrations with RATP

January 1991 to January 1992: Employed by Aéronautique et Systèmes as Consultant Engineer, reporting to the Managing Director (Mr Michel Porta) Background: In January 1991, I was seconded to CESELSA / AISA in Madrid (Spain) as Consultant Engineer, to provide support for the preparation of an avionics upgrade proposal for the Spanish Air Force Dassault Mirage III. This contract involved spending approximately 4 month in Madrid, Spain. Responsibilities:  Review the upgrade specifications with CESELSA engineering team to identify risk area and technical solutions.  Coordinate visits of ATE and A&S specialists to reviews critical aspects of the program with CESELSA: . Program plan and schedule . Avionics System architecture definition . Performances simulation and prediction . Ground Tests / Flight Tests / Qualification plan . Software architecture and software development plan

July 1990 to September 1991: Employed by Aéronautique et Systèmes as Project Manager, reporting to the Managing Director (Mr Michel Porta) Background: In August 1990, Aéronautique et Systèmes was contracted by SAGEM (now part of the SAFRAN group) to modify a Mirage 2000 aircraft in order to demonstrate in flight the new gravity bomb delivery system (DFR) developed by SAGEM. The new ballistic algorithms were implemented by SAGEM in the Inertial Navigation Unit, and the modified INU was then integrated on the Mirage 2000B prototype of the French Flight Test Centre (CEV) in Bretigny. I was appointed as Project Manager in charge of the integration of the modified system at the CEV integration bench and on the prototype aircraft. The system was successfully tested in flight by the CEV in September 1991. Responsibilities:  Prepare the contract Technical Proposal and Statement of Work, and participate in contractual negotiations with SAGEM and the CEV.  Prepare the MMI Requirements, User Requirement and System Requirements with SAGEM and the CEV.  Prepare detailed design specification for the modification of the Mirage 2000 Mission Computer software.  Coding, testing and acceptance of the MC software modification  With support of SAGEM and CEV team, integrate and validate the modification at the CEV integration bench and on the prototype M2000B aircraft.

January 1988 to July 1990: Employed by Sagena Manufacturing Pty (part of the ATE group), as Program Manager reporting to ATE Managing Director (Jean-Marc Pizano). Background: In December 1987 Sagena was contracted by ATLAS (Now DENEL AVIATION) for the procurement of the Avionics Integration Bench for the ROOIVALK Attack Helicopter and for the training of the Rooivalk integration team. A subsequent contract for the development of the Rooivalk Navigation Integration Bench was awarded by KENTRON (Now ) early 1998. The total amount for these contract was approximately 3.5M$. Both integration benches were delivered by ATE at the beginning of 1990. The bench was actively used to support the ROOIVALK helicopter program for more than 10 years. Responsibilities:  Manage program budget and schedule  Recruit, train and manage the project team in ATE  Report to the customers (ATLAS and KENTRON)  Prepare/review/approve the detailed development specifications for the AIB and associated test equipment  Manage subcontractors in RSA and in France, perform design reviews and major component acceptance  Assemble, test and commission the Integration Benches in ATLAS and KENTRON  Train ATLAS integration team, and provide engineering support during initial system integration. ______

March 1987 to January 1988: Employed by Sagena Manufacturing Pty (Part of ATE Group) as System Integration Specialist, seconded to ATLAS for the definition of the Avionics Integration Facility for the ROOIVALK Attack Helicopter. Responsibilities: ATE was contracted by ATLAS for the definition of the Avionics Integration Facilities for the ROOIVALK Attack Helicopter. As consultant engineer seconded to ATLAS, my responsibilities included:  Specify personnel and facility requirements for the ROOIVALK Avionics Integration Bench  Specify the Avionics Integration Bench and associated integration tools and support equipment.  Specify the Flexible Acquisition and Stimulation Tool (FAST) used to test the avionics system at the AIB.  Specify the data interface requirements between the Integration Facility and the Flight Test Facility.  Participate in contractual negotiations with ATLAS for the procurement of the AIB and FAST systems

November 1986 to March 1987: Employed by Avions Marcel Dassault – Breguet Aviation (www.dassault-aviation.com) as manager of the Maintenance Training Simulator Section, at the Logistic Support Centre (DSE) in Velizy (France), in charge of a team of 7 engineers and technicians. Background: The Maintenance Training Simulator Section was responsible for procurement and support of documentation, tools and simulators used for training the ground crew in the O Level maintenance of the Mirage 2000 and Mirage F1 fighter. Responsibilities:  Management personnel, budget and plan work for the section  Review and approves procurement specifications from subcontractors  Manage sub-contractors, perform design reviews and system acceptance

July 1986 to November 1986: Employed by Schlumberger - Sentry Test Systems in San Jose, California as Test Engineer, reporting to the manager of the production test division. Background: Sentry was producing a new range of high speed tester for the microprocessor industry. Typically each tester featured 128 to 256 test heads operating at 50MHz. The production rate was 1 – 2 units per week, and each unit sold between 0.5M$ and 1.5M$. Deliveries were consistently delayed sometimes by several weeks due to problems during the final Acceptance Test. This was creating a serious cash flow problem for the company. Responsibilities: I was responsible for providing engineering support to the production team to identify and resolve acceptance snags, and to provide feedback to the engineering division to prevent recurring problems.

May 1985 to July 1986: Employed by Schlumberger Well Services at the Austin Engineering Centre, Texas as Section Manager, System Test, reporting to the Production Manager (Mr Jean-Paul Vernes) Background: Austin Engineering Centre was responsible for the development and production of the new CSU2000 data acquisition and data analysis system developed by the Austin Engineering Centre for oil well logging. The CSU was a real time data acquisition system integrating mini computers, array processor and graphic processor connected through an Ethernet network. Responsibilities: With a team of 3 technicians, I was in charge of planning and execution of the prototype and production systems acceptance:  Establish the section and recruit technical staff  Prepare the budget and procurement plan  Set-up the integration bench and dedicated simulation / monitoring tools, and prepare integration and acceptance test procedures.  Set-up the configuration management database  Perform production and acceptance tests of the first engineering prototypes, and coordinate with engineering for problems investigation

August 1982 to April 1985: Employed by Avions Marcel Dassault – Breguet Aviation at the Avionics and Weapon Systems Integration Centre (SNA) in Brétigny (France) as Project Engineer reporting to the Integration Manager (Jean-Louis Cuvillier) Responsibilities:  Design of the Avionics Integration Benches for the export versions of the Mirage 2000 and for the RAFALE A experimental prototype, including the specific requirements for real time stimulation and monitoring.  Development of dedicated simulation/monitoring interfaces used for the integration of complex components: o Airborne Radar (TH-CSF RDI and RDM) o MATRA S530 and 550 guided missile o Electronic Counter Measure System o SAGEM ULISS Inertial Navigation Systems o TH-CSF ATLIS designation pod  Development of the test software used to integrate the Air to Air Interception mode of the MIRAGE 2000 C: the RDM radar was stimulated in real time with recorded target data, and the guidance and firing envelope computed by the radar were compared against the outputs of a reference model. This was used to automate the ground acceptance tests of the A/A modes, and to understand flight test results. This project resulted in significant savings in test time during both ground and flight tests.

August 1977 to July 1982: Employed by Avions Marcel Dassault – Breguet Aviation at the Avionics and Weapon Systems Integration Centre (SNA) in Brétigny as Trainee Integration Engineer, then System Integration Engineer reporting to the Integration Manager (Jean- Louis Cuvillier) Responsibilities: Paert of team of two engineers and two technicians, in charge of the Mirage 2000DA Avionics Integration Bench (AIB). The AIB is dedicated to the ground validation of the Navigation, Communication, Radar, Weapons and ECM subsystems before flight tests on the prototype aircraft. We were responsible for:  Design and commission the Avionics Integration Bench (AIB) for the Mirage 2000DA program.  Specify and validate simulation and test tools used at the AIB, including the real-time simulation system used for hardware in the loop testing of avionics and weapons.  Integrate and accept prototype avionics and weapon systems configurations at the AIB:  Manage avionics system configuration for the prototype aircraft during flight tests.  Providing support to flight test and engineering to analyse flight test results and identify problems.  Manage and resolve non compliances  Provide support to the production team to design the Production Test Bench and prepare the Production Acceptance Test Procedure.