In his cross-examination, the witness presented certificates that he had studied in Germany from experts from the United States.
To the question of where he was ordained and by whom, since the certificates he presented are a certificate of participation and not registered
in which he is certified, referred to what was stated in the certificate he submitted and the list of subjects he had studied.
When he was told that this was a list of topics covered in the course and that it was not his certification, testified:
"That's according to your approach.
...
II"The defendant:
... We all want the truth here. I'm ready. This is unnecessary testimony. We are here only for damage
The Evidence. I don't really have an opinion here, but only a real experience, yes, to bring the data.
...
To Beyham's question"Q, do you have a certificate that says you are qualified, I reply that the answer is: No, but according to my claim, I am certified. The examiners don't either." (See his testimony of June 9,2025, p. 121, paras. 18,31-33, p. 122, paras. 16-17).
He testified that he is the only registered supplier who connects to the Justice Department's airbag computer.
II"The accuser commented that the only registered supplier of the Israel Police is a company called "Lebigo" and not
The Witness.
When the witness was asked to confirm that he had not undergone a designated certification for CDR research on behalf of Bosch, testified that
The Bosch Company is not authorized to conduct CDR research. According to him, Ladico, which is a subsidiary of
Bosch, a representative of the company came to Israel, he is an Austrian expert, and he taught a course in English, the first course on extracting CDR data, to a representative who teaches the examiners of the Israel Police. He testified that there are many errors in the course materials and that there is a great lack of knowledge transfer.
To the question of whether all vehicles are supported in CDR, so you can connect to them using a device
and retrieve data from the airbag, testified:
"I can't answer the question because it's not formulated correctly. There are vehicles in which CDR equipment can be used to download the EDR data found in the airbag computer. There are vehicles that are required to use equipment from car manufacturers such as Land Rover or Mercedes, there are other Chinese, Japanese vehicles that cannot be downloaded, and there are Kia and Hyundai vehicles that have dedicated equipment from which this data can be downloaded. As far as I know, as far as I know, in the course taught by police examiners, they are not taught about the possibility of bequeathing data in a Kia and Hyundai car because they don't have this equipment."
Q. Can EDR data be decrypted in all vehicles?
A. The answer is no. It is not possible in every vehicle. To the court's question of what data is issued by EDR - the respondent - as long as the vehicle is not involved in a road accident and is traveling from the first moment the airbag computer is powered by voltage and is inside the vehicle, it records without accident the condition of the use of the pedals, the position of the vehicle's steering, the direction of the steering angles, whether the driver is seated, whether the passenger is wearing a seatbelt. How many passengers sit in the back varies from manufacturer to manufacturer. The next thing - it also records the condition of the driver's seat, how close or far the driver's seat is to the steering wheel. The next thing - it usually divides the driver's weight into three groups - when you get into the car, the seat weighs you. The next thing is, it records malfunctions that happen in the car, when they appear, there are vehicles in which there is GPS data on the location of the vehicle but not in all of them, there is data of SLED, intervention by the autonomous department, the activation of ABS, ESP and the stability systems in the car. In some vehicles, it records whether the signal tuner is activated and the data varies from manufacturer to manufacturer, but according to the standard, the information is stored in groups of every half second, and after the accident, from the moment the accident started, there is every tenth of a second. Beyond that, it records the start number, and this is very important - you enter the car, turn the key, it is recorded. When I download the data, I will record the starter that I started the key. The next thing - in the Bosch CDR, the chassis number is listed so that it comes out with the car's cushion. In Kia and Hyundai cars, I have to type this information. Most manufacturers record up to 18 events. In Audi I have also reached 70 events that are recorded. Some manufacturers store information up to 5 seconds before the accident and up to 300 milliseconds. The data that is stored after the accident is the most important data and there you can learn where the car was driven and what was the speed of another vehicle that hit it. This is the essence of the tool. The next thing I do is check the data, from it you can learn where the car was swerved, response times, where it swerved and when. Who swerved and where. As the years progressed, so did the ability to store information from within the vehicle's device. Most vehicles have between 16-18 events, with only the last 3 events being saved. After I formulate data and partial conclusions, I have to study the mechanism of the incident, study the vehicles, make a damage adjustment as the examiner did, make sure that there were voltages of 12 volts that did not come from the cables in the airbag computer. These are the things in general." (See his testimony of June 9,2025, pp. 126-126, paras. 2-33-5).