Post by Marcus on Nov 19, 2008 15:44:40 GMT 12
Hi all
Having served in the SADF when the "old" SAAF was at its peak the decline of the standrads, quality and lack of profesionalism of the current SAAF has not been pleasent to witness. The following interview is by the owner of the "unofficial SAAF website"
One of the points I find interesting is the one where mention is made of the SAAF looking at purchasing side by side light, ab-initio trainers. CT-4 E/F's?
??
By Dean Wingrin
The past ten years have been tremendously exciting for the South African Air Force (SAAF). Four new modern aircraft types are being introduced into service, but there is also a down side. The service is suffering from two afflictions that has affected its use of the new assets: a massive exodus of skilled manpower and an extremely tight budget.
The SAAF, the second oldest air force in the Commonwealth, has a long and proud history, a history that has included a major role in securing victory for the Allied Forces during both World Wars and providing a fighter squadron to the United Nations forces during the Korean War.
From the late 1970's the SAAF participated in almost all military operations across South African borders into Angola, Zambia, Zimbabwe, Botswana and Mozambique until 1989 when South Africa withdrew from SWA/Namibia. It was during this later period that the UN arms embargo preventing the SAAF from acquiring more modern combat aircraft.
The end of the war in Angola and South Africa's new political dispensation in 1994 meant rationalisation and downsizing. A considerable number of aircraft types were phased out of service and many squadrons were closed.
As part of a major re-equipment drive, the South African government signed a series of contracts in 1999 to purchase new aircraft.
Seventeen single-seat Gripen C and nine dual-seat Gripen Ds were ordered to replace the single-seat Cheetah C and dual-seat Cheetah D fighters respectively in the Advanced Light Fighter Aircraft (ALFA) role. Deliveries of the Gripen Ds commenced in 2008, with the final Gripen C scheduled for delivery in 2012.
BAe Systems was chosen to supply 24 Hawk Mk 120 LIFT aircraft to replace the Impala, a locally built version of the MB-326. The aircraft are optimised for jet training as well as weapon-delivery training, with the first Hawk being delivered in 2005. Thirty Agusta A109 Light Utility Helicopters (LUH) are replacing the Alouette III which had been in service in the air force for over 40 years.
Four Super Lynx 300 Mk 64 maritime helicopters were also ordered for use on the South African Navy's MEKO A200 frigates, with the ceremonial hand-over of these helicopters to the SAAF and the Navy taking place in February this year.
In addition to the above, the locally produced Rooivalk attack helicopter is, after a long gestation period, finally about to be cleared for peace support operations.
Lieutenant General Carlo Gagiano has been the Chief of the Airforce (CAF) for the last four years, overseeing the introduction of the new aircraft types while ensuring that the SAAF is still able to meet it's continuing operation commitments. This includes supporting the numerous South African National Defence Force (SANDF) peacekeeping troop detachments in various parts of Africa.
The Unofficial SAAF Website recently held an exclusive interview with Lt. Gen. Gagiano and discussed the challenges that face the SAAF and it's plans for the future.
What where your major challenges when you took office as CAF in 2005?
Lt. Gen. Gagiano: A major challenge has been to operationalise the new systems, the contracts for which were signed in 1999. It has been hard work for a small airforce to put into service the A109, Gripen, Hawk and Super Lynx.
Training people is important, but the signs were always there that the service was going to lose people. Incentives for technicians were introduced in 2006, but remuneration is a challenge for a State institution. The transformation process is ongoing, but transformation is not just about correct quotas. It is also thinking differently about systems in training in that we have to train for new systems, such as the digital cockpit and the shift from analogue to digital and how to train people to deal with the shift.
The retention of skilled personnel has been a problem for the SAAF and the SANDF as a whole for a number of years. What is being done to stem the flood of resignations?
Lt. Gen. Gagiano: What is happening in South Africa at the moment is that not enough aviation technicians are being trained. All the large civil projects and the IT revolution require skilled people, while very few people are being trained in the mechanical field. Fitters and engineers are in short supply locally and internationally and we need to play catch-up.
Looking after careers and career planning is important. We have to be sensitive when transferring members, particularly the impact on their families, so they may perhaps stay longer in a particular position.
An additional problem is that a band of Warrant Officers were promoted to increase salaries and thus further promotion will depend on resignations. There is a department-wide effort to improve conditions, including cooperation with South African Airways and Denel. This may involve placing senior people into the civilian aerospace sector and thus creating space for promotions. We need senior people to train and mentor junior ranks. The senior people in the civil sector will then still be available to mentor military members and core skills for the maintenance and repair of SAAF aircraft will not be lost. Cabinet approval for Denel to perform maintenance on SAAF aircraft is awaited.
As far as transformation is concerned, the current balance of 50/50 is still not correct. The target is 76% Previously Disadvantaged to 24% White. The ratio for senior posts is difficult to correct immediately.
There were many who disagreed with the arrival of the Air Force of Zimbabwe (AFZ) flying instructors at the Central Flying School (CFS) in February 2006, yet I have heard many positive points about them.
Lt. Gen. Gagiano: The same six AFZ pilots and ten technicians have been at the CFS since they arrived in 2006. They are very disciplined and professional pilots and are a huge asset to the SAAF. They will be rotated at the end of 2008 for a similar number of new pilot instructors and technicians.
The SAAF has a huge interaction with other African airforces and we currently train members from Rwanda, Lesotho, Malawi and Botswana in many musterings. Four SAAF pupil pilots recently gained their wings in Botswana.
What other interaction does the SAAF have with other southern African airforces?
Lt. Gen. Gagiano: We recently held a transport exercise in Lesotho and a similar exercise will also be held in Namibia.
We also plan to extend our maritime patrols into Namibian waters. This will involve a combined South African/Namibian crew for legal reasons. A similar joint patrol may also be initiated with the Mozambique authorities. All this is part of a bigger Southern African Development Community (SADEC) cooperation mission to protect resources. All this creates opportunities to work closely together with neighbouring countries.
How many hours are the helicopter, transport and combat pilots flying and are there plans to increase the number of annual flying hours?
Lt. Gen. Gagiano: There has been a reduction in flying hours as a result of the extremely high aviation inflation. Apart from salaries, fuel and most other costs are US Dollar based.
As a result, young pilots may not be able to progress and gain experience quickly and this will have an impact on aviation safety. Fortunately, National Treasury has understood and has provided supplemental funds to the budget for flying. We are not only looking internally, but also externally for innovative ways to increase flying hours. There has been some relief from Government and we are considering how to contract better with civilian companies. We have to produce more with less.
Four Gripen Ds have been delivered so far. Can you provide an overview of the Gripen delivery schedules schedule and the operational capability timeframes?
Lt. Gen. Gagiano: The Gripens are being delivered in batches via ship. Final delivery of the single-seaters will be in 2012. Technicians have been to Sweden to train they in turn are training members in South Africa. Pilot training will start at AFB Makhado at the beginning of October 2008.
2 Squadron will be up and running with an initial operational capability by the end of 2009. The Gripen has already been cleared for dumb bombs and we have chosen the IRIS-T as our interim short range air-to-air missile until development of the A-Darter is complete. The next step will be the integration of guided bombs. Due to costs, future weapons may require off-the-shelf purchases from international companies.
Integration of the Lightning III targeting pod is part of the international development effort. The Cheetah required a large support trail, not the Gripen.
Is there a future for Gripen NG in the SAAF?
Lt. Gen. Gagiano: The Gripen NG is almost a new aircraft and we cannot consider it at the moment.
What is the current status of the Super Lynx, are they fully operational?
Lt. Gen. Gagiano: The four Super Lynx helicopters arrived in 2007 and they are in the process of training and work-up, busy with the Operational Test and Evaluation (OT&E). We are fortunate to have a Royal Navy Tactical Coordinator on exchange to 22 Squadron that will expedite training and development. We are fortunate to have experienced pilots, but we must still build up Tactical Coordinator experience. We have lots to learn.
What is the current status of the Hawk and A109LUH projects and how is their integration progressing?
Lt. Gen. Gagiano: The Hawk fleet is currently being updated with Operational Capability 3 (OC3) flight software. The availability of the aircraft is increasing and I am confident that things are improving.
Similarly, the availability of the A109 LUH on a daily basis is picking up. About six helicopters are still to be delivered after serious delays. Technical and operational skills are improving after a loss of manpower.
Eight A400Ms are scheduled to replace the C-130 Hercules in the medium and long-range transport role, whilst also having an air-air refuelling capability. Options are held for a further eight. Many believe eight aircraft are too few. What roles will the A400M fulfil in the SAAF and will the option be exercised?
Lt. Gen. Gagiano: There will be a delay in delivery of the A400M and it is important to us that the A400M is received as soon as possible. The current Hercules fleet, despite an update, is not getting any younger and as the aircraft get older, their despatch reliability goes down. We need to deliver a service to our troops on the continent.
Prior to delivery, we will utilise the capabilities of other A400M client countries for OT&E, as well as to maximise operational training. We hope to be on the ground running by the time our A400Ms arrive.
Air-air refuelling is very important. Eight aircraft should be enough for providing both transport and refuelling services.
[glow=red,2,300]Is the SAAF still interested in acquiring a new light aircraft for ab-initio training?
Lt. Gen. Gagiano: We have just approved a User Requirement Specification and hope to have a side-by-side trainer operating by the middle of 2009.
The aircraft must be light and simple to fly, with student pilots flying an initial period of between 60 and 70 hours before progressing to the PC-7 Mk II Astra. This will result in a cheaper total training package and the side-by-side seating will allow huge growth in learning compared to the tandem seating in the Astra. [/glow]
What are the timeframes for the acquisition of a new modern Maritime Patrol Aircraft?
Lt. Gen. Gagiano: The current C-47TP Turbo Dakota has limited capacity for the maritime surveillance role. We need a Maritime Patrol Aircraft (MPA). There is a maritime operational link between the Navy's frigates, the Super Lynx and a MPA, but we do not have an MPA.
We are aiming for a dual-use airframe for the medium-transport role to replace the Dakota and CASA C212, similar to the C-235/-295 in size. An option may be a palletised MPA to keep operational costs down.
Is the SAAF thinking of acquiring AEW aircraft as well as an airborne tanker besides the A400M?
Lt. Gen. Gagiano: An Airborne Early Warning (AEW) platform is extremely valuable for a country the size of South Africa. These platforms are very expensive and there are budgetary constraints. However, there is a possibility that they could also be used in the maritime surveillance role.
We are not looking at additional aircraft for the air-to-air refuelling role.
What are the current top-priorities for the SAAF within the short- to medium term?
Lt. Gen. Gagiano: Integration of the new equipment is very important, but my top priority is to rebuild the skills level.
Technicians are trained at 68 Air School in the Gauteng province, but this facility has sink-hole problems and we are considering using AFB Ysterplaat near Cape Town as a base and sending the students to the nearby Cape Town University of Technology. We need to join hands with industry and we need to train far more people than we currently train. Industry and the military should join hands at one facility.
Is there a future for Unmanned Aerial Vehicles (UAVs) in the SAAF?
Lt. Gen. Gagiano: There is a registered project for the use of UAVs, but it must be prioritised with the other projects. The Argos 410-Z airborne observation system has been integrated onto the Cessna Caravan fleet since last year. This system has good capabilities in areas with no or low threats. A UAV capability is on the horizon and is in our vision. One can quite easily train an operator who may not necessary be a pilot, but the UAV will need to be operated by an aviation minded person.
Lieutenant General Carlo Gagiano
Lieutenant General Carlo Gagiano joined the South African Air Force in 1968 and qualified as a pilot on the MB-326M Impala Mk Iin December 1969. During his career he flew the Harvard, Pilatus PC 7, Vampire, F86 Sabre, Mirage III and Mirage F1CZ, as well as the Cheetah D and E aircraft.
During 1985 he completed the South African Air Force's Senior Command and Staff Course and was subsequently appointed as the Officer Commanding 3 Squadron, operating Mirage F1CZ aircraft. In 1989 he was appointed as the Officer Commanding 89 Combat Flying School with Cheetah D aircraft.
He occupied the post of military attaché in Israel from 1991 to his return to South Africa in January 1994. He completed the South African National Defence Force's Joint Staff Course in November 1994 and was then transferred to Central Flying School Langebaanweg as the Officer Commanding.
After a four-year tour at Langebaanweg, he was transferred to the Air Force Office in December 1998, promoted to Brigadier General and appointed as Inspector General of the Air Force.
On 1 November 2000 he was promoted to Major General and appointed as Chief Director Operations Development at the Joint Operations Division, responsible for defence capabilities, joint force employment strategy, joint command and control and joint doctrine.
After a three-year tour at the Joint Operations Division he was transferred back to the South African Air Force as Chief Director Air Policy and Plans, responsible for Air Force policy, capabilities, strategy and resource allocation.
Lieutenant General Gagiano was appointed as Chief of the Air Force with effect of 1 March 2005.
Having served in the SADF when the "old" SAAF was at its peak the decline of the standrads, quality and lack of profesionalism of the current SAAF has not been pleasent to witness. The following interview is by the owner of the "unofficial SAAF website"
One of the points I find interesting is the one where mention is made of the SAAF looking at purchasing side by side light, ab-initio trainers. CT-4 E/F's?
??By Dean Wingrin
The past ten years have been tremendously exciting for the South African Air Force (SAAF). Four new modern aircraft types are being introduced into service, but there is also a down side. The service is suffering from two afflictions that has affected its use of the new assets: a massive exodus of skilled manpower and an extremely tight budget.
The SAAF, the second oldest air force in the Commonwealth, has a long and proud history, a history that has included a major role in securing victory for the Allied Forces during both World Wars and providing a fighter squadron to the United Nations forces during the Korean War.
From the late 1970's the SAAF participated in almost all military operations across South African borders into Angola, Zambia, Zimbabwe, Botswana and Mozambique until 1989 when South Africa withdrew from SWA/Namibia. It was during this later period that the UN arms embargo preventing the SAAF from acquiring more modern combat aircraft.
The end of the war in Angola and South Africa's new political dispensation in 1994 meant rationalisation and downsizing. A considerable number of aircraft types were phased out of service and many squadrons were closed.
As part of a major re-equipment drive, the South African government signed a series of contracts in 1999 to purchase new aircraft.
Seventeen single-seat Gripen C and nine dual-seat Gripen Ds were ordered to replace the single-seat Cheetah C and dual-seat Cheetah D fighters respectively in the Advanced Light Fighter Aircraft (ALFA) role. Deliveries of the Gripen Ds commenced in 2008, with the final Gripen C scheduled for delivery in 2012.
BAe Systems was chosen to supply 24 Hawk Mk 120 LIFT aircraft to replace the Impala, a locally built version of the MB-326. The aircraft are optimised for jet training as well as weapon-delivery training, with the first Hawk being delivered in 2005. Thirty Agusta A109 Light Utility Helicopters (LUH) are replacing the Alouette III which had been in service in the air force for over 40 years.
Four Super Lynx 300 Mk 64 maritime helicopters were also ordered for use on the South African Navy's MEKO A200 frigates, with the ceremonial hand-over of these helicopters to the SAAF and the Navy taking place in February this year.
In addition to the above, the locally produced Rooivalk attack helicopter is, after a long gestation period, finally about to be cleared for peace support operations.
Lieutenant General Carlo Gagiano has been the Chief of the Airforce (CAF) for the last four years, overseeing the introduction of the new aircraft types while ensuring that the SAAF is still able to meet it's continuing operation commitments. This includes supporting the numerous South African National Defence Force (SANDF) peacekeeping troop detachments in various parts of Africa.
The Unofficial SAAF Website recently held an exclusive interview with Lt. Gen. Gagiano and discussed the challenges that face the SAAF and it's plans for the future.
What where your major challenges when you took office as CAF in 2005?
Lt. Gen. Gagiano: A major challenge has been to operationalise the new systems, the contracts for which were signed in 1999. It has been hard work for a small airforce to put into service the A109, Gripen, Hawk and Super Lynx.
Training people is important, but the signs were always there that the service was going to lose people. Incentives for technicians were introduced in 2006, but remuneration is a challenge for a State institution. The transformation process is ongoing, but transformation is not just about correct quotas. It is also thinking differently about systems in training in that we have to train for new systems, such as the digital cockpit and the shift from analogue to digital and how to train people to deal with the shift.
The retention of skilled personnel has been a problem for the SAAF and the SANDF as a whole for a number of years. What is being done to stem the flood of resignations?
Lt. Gen. Gagiano: What is happening in South Africa at the moment is that not enough aviation technicians are being trained. All the large civil projects and the IT revolution require skilled people, while very few people are being trained in the mechanical field. Fitters and engineers are in short supply locally and internationally and we need to play catch-up.
Looking after careers and career planning is important. We have to be sensitive when transferring members, particularly the impact on their families, so they may perhaps stay longer in a particular position.
An additional problem is that a band of Warrant Officers were promoted to increase salaries and thus further promotion will depend on resignations. There is a department-wide effort to improve conditions, including cooperation with South African Airways and Denel. This may involve placing senior people into the civilian aerospace sector and thus creating space for promotions. We need senior people to train and mentor junior ranks. The senior people in the civil sector will then still be available to mentor military members and core skills for the maintenance and repair of SAAF aircraft will not be lost. Cabinet approval for Denel to perform maintenance on SAAF aircraft is awaited.
As far as transformation is concerned, the current balance of 50/50 is still not correct. The target is 76% Previously Disadvantaged to 24% White. The ratio for senior posts is difficult to correct immediately.
There were many who disagreed with the arrival of the Air Force of Zimbabwe (AFZ) flying instructors at the Central Flying School (CFS) in February 2006, yet I have heard many positive points about them.
Lt. Gen. Gagiano: The same six AFZ pilots and ten technicians have been at the CFS since they arrived in 2006. They are very disciplined and professional pilots and are a huge asset to the SAAF. They will be rotated at the end of 2008 for a similar number of new pilot instructors and technicians.
The SAAF has a huge interaction with other African airforces and we currently train members from Rwanda, Lesotho, Malawi and Botswana in many musterings. Four SAAF pupil pilots recently gained their wings in Botswana.
What other interaction does the SAAF have with other southern African airforces?
Lt. Gen. Gagiano: We recently held a transport exercise in Lesotho and a similar exercise will also be held in Namibia.
We also plan to extend our maritime patrols into Namibian waters. This will involve a combined South African/Namibian crew for legal reasons. A similar joint patrol may also be initiated with the Mozambique authorities. All this is part of a bigger Southern African Development Community (SADEC) cooperation mission to protect resources. All this creates opportunities to work closely together with neighbouring countries.
How many hours are the helicopter, transport and combat pilots flying and are there plans to increase the number of annual flying hours?
Lt. Gen. Gagiano: There has been a reduction in flying hours as a result of the extremely high aviation inflation. Apart from salaries, fuel and most other costs are US Dollar based.
As a result, young pilots may not be able to progress and gain experience quickly and this will have an impact on aviation safety. Fortunately, National Treasury has understood and has provided supplemental funds to the budget for flying. We are not only looking internally, but also externally for innovative ways to increase flying hours. There has been some relief from Government and we are considering how to contract better with civilian companies. We have to produce more with less.
Four Gripen Ds have been delivered so far. Can you provide an overview of the Gripen delivery schedules schedule and the operational capability timeframes?
Lt. Gen. Gagiano: The Gripens are being delivered in batches via ship. Final delivery of the single-seaters will be in 2012. Technicians have been to Sweden to train they in turn are training members in South Africa. Pilot training will start at AFB Makhado at the beginning of October 2008.
2 Squadron will be up and running with an initial operational capability by the end of 2009. The Gripen has already been cleared for dumb bombs and we have chosen the IRIS-T as our interim short range air-to-air missile until development of the A-Darter is complete. The next step will be the integration of guided bombs. Due to costs, future weapons may require off-the-shelf purchases from international companies.
Integration of the Lightning III targeting pod is part of the international development effort. The Cheetah required a large support trail, not the Gripen.
Is there a future for Gripen NG in the SAAF?
Lt. Gen. Gagiano: The Gripen NG is almost a new aircraft and we cannot consider it at the moment.
What is the current status of the Super Lynx, are they fully operational?
Lt. Gen. Gagiano: The four Super Lynx helicopters arrived in 2007 and they are in the process of training and work-up, busy with the Operational Test and Evaluation (OT&E). We are fortunate to have a Royal Navy Tactical Coordinator on exchange to 22 Squadron that will expedite training and development. We are fortunate to have experienced pilots, but we must still build up Tactical Coordinator experience. We have lots to learn.
What is the current status of the Hawk and A109LUH projects and how is their integration progressing?
Lt. Gen. Gagiano: The Hawk fleet is currently being updated with Operational Capability 3 (OC3) flight software. The availability of the aircraft is increasing and I am confident that things are improving.
Similarly, the availability of the A109 LUH on a daily basis is picking up. About six helicopters are still to be delivered after serious delays. Technical and operational skills are improving after a loss of manpower.
Eight A400Ms are scheduled to replace the C-130 Hercules in the medium and long-range transport role, whilst also having an air-air refuelling capability. Options are held for a further eight. Many believe eight aircraft are too few. What roles will the A400M fulfil in the SAAF and will the option be exercised?
Lt. Gen. Gagiano: There will be a delay in delivery of the A400M and it is important to us that the A400M is received as soon as possible. The current Hercules fleet, despite an update, is not getting any younger and as the aircraft get older, their despatch reliability goes down. We need to deliver a service to our troops on the continent.
Prior to delivery, we will utilise the capabilities of other A400M client countries for OT&E, as well as to maximise operational training. We hope to be on the ground running by the time our A400Ms arrive.
Air-air refuelling is very important. Eight aircraft should be enough for providing both transport and refuelling services.
[glow=red,2,300]Is the SAAF still interested in acquiring a new light aircraft for ab-initio training?
Lt. Gen. Gagiano: We have just approved a User Requirement Specification and hope to have a side-by-side trainer operating by the middle of 2009.
The aircraft must be light and simple to fly, with student pilots flying an initial period of between 60 and 70 hours before progressing to the PC-7 Mk II Astra. This will result in a cheaper total training package and the side-by-side seating will allow huge growth in learning compared to the tandem seating in the Astra. [/glow]
What are the timeframes for the acquisition of a new modern Maritime Patrol Aircraft?
Lt. Gen. Gagiano: The current C-47TP Turbo Dakota has limited capacity for the maritime surveillance role. We need a Maritime Patrol Aircraft (MPA). There is a maritime operational link between the Navy's frigates, the Super Lynx and a MPA, but we do not have an MPA.
We are aiming for a dual-use airframe for the medium-transport role to replace the Dakota and CASA C212, similar to the C-235/-295 in size. An option may be a palletised MPA to keep operational costs down.
Is the SAAF thinking of acquiring AEW aircraft as well as an airborne tanker besides the A400M?
Lt. Gen. Gagiano: An Airborne Early Warning (AEW) platform is extremely valuable for a country the size of South Africa. These platforms are very expensive and there are budgetary constraints. However, there is a possibility that they could also be used in the maritime surveillance role.
We are not looking at additional aircraft for the air-to-air refuelling role.
What are the current top-priorities for the SAAF within the short- to medium term?
Lt. Gen. Gagiano: Integration of the new equipment is very important, but my top priority is to rebuild the skills level.
Technicians are trained at 68 Air School in the Gauteng province, but this facility has sink-hole problems and we are considering using AFB Ysterplaat near Cape Town as a base and sending the students to the nearby Cape Town University of Technology. We need to join hands with industry and we need to train far more people than we currently train. Industry and the military should join hands at one facility.
Is there a future for Unmanned Aerial Vehicles (UAVs) in the SAAF?
Lt. Gen. Gagiano: There is a registered project for the use of UAVs, but it must be prioritised with the other projects. The Argos 410-Z airborne observation system has been integrated onto the Cessna Caravan fleet since last year. This system has good capabilities in areas with no or low threats. A UAV capability is on the horizon and is in our vision. One can quite easily train an operator who may not necessary be a pilot, but the UAV will need to be operated by an aviation minded person.
Lieutenant General Carlo Gagiano
Lieutenant General Carlo Gagiano joined the South African Air Force in 1968 and qualified as a pilot on the MB-326M Impala Mk Iin December 1969. During his career he flew the Harvard, Pilatus PC 7, Vampire, F86 Sabre, Mirage III and Mirage F1CZ, as well as the Cheetah D and E aircraft.
During 1985 he completed the South African Air Force's Senior Command and Staff Course and was subsequently appointed as the Officer Commanding 3 Squadron, operating Mirage F1CZ aircraft. In 1989 he was appointed as the Officer Commanding 89 Combat Flying School with Cheetah D aircraft.
He occupied the post of military attaché in Israel from 1991 to his return to South Africa in January 1994. He completed the South African National Defence Force's Joint Staff Course in November 1994 and was then transferred to Central Flying School Langebaanweg as the Officer Commanding.
After a four-year tour at Langebaanweg, he was transferred to the Air Force Office in December 1998, promoted to Brigadier General and appointed as Inspector General of the Air Force.
On 1 November 2000 he was promoted to Major General and appointed as Chief Director Operations Development at the Joint Operations Division, responsible for defence capabilities, joint force employment strategy, joint command and control and joint doctrine.
After a three-year tour at the Joint Operations Division he was transferred back to the South African Air Force as Chief Director Air Policy and Plans, responsible for Air Force policy, capabilities, strategy and resource allocation.
Lieutenant General Gagiano was appointed as Chief of the Air Force with effect of 1 March 2005.
