The Quest for Relevant Air Power

260 │ ROYAL NETHERLANDS Air Force
the Dutch airline Martinair. These DC-10s were modernised and
converted to the KDC-10 standard. In April 1996, both aircraft
were officially commissioned at Eindhoven Air Base. 196 In 2003 it
was decided to acquire a third civilian DC-10. To make better use
of the air-to-air refuelling capacity of the two available KDC-10
aircraft, this DC-10 is restricted to cargo and personnel. 197 In the
same vein, the C-130 fleet was expanded to four aircraft by purchasing
and modernising two former US Navy planes. 198
According to a Dutch commentator, the transformation of the
Dutch air mobility capacities is one of the most radical examples
of how an air force adapted to the post–Cold War requirements
in the 1990s. Yet the need to respond to a plethora of demands
almost simultaneously—combined with a tight budget—led to a
heterogeneous air mobility force, with the related logistical challenges.
Particularly, the Dutch KDC-10 tankers are marred by
interoperability problems. The modified commercial DC-10s
have many non-standard features as compared to the USAF’s
KC-10A Extender. More importantly, RNLAF KDC-10 aircraft
do not have hose-and-drogue refuelling facilities, making interoperability
with air forces from the United Kingdom, France,
or Germany impossible. 199
Given the challenges of swiftly building up an airlift capacity
with limited funding, Dutch defence planners have been open to
unorthodox options compromising national sovereignty but offering
cost-effective solutions. In 2000, for instance, the Dutch defence
minister proposed contributing to the procurement costs of
German A400M transport aircraft in exchange for freeing up German
airlift capacities for Dutch requirements. 200 Moreover, the
Netherlands is a member of NATO’s Strategic Airlift Capability,
centred on the shared ownership of three C-17 Globemasters. The
Netherlands MOD plans to use 500 of the 3,500 C-17 flying hours
projected annually. 201 The country is also a member of SALIS,
which makes Ukrainian wide-body, long-range strategic transport
aircraft available for both NATO and EU operations. 202 (Both
cooperative ventures are highlighted in chap. 2.) In the medium
term, the RNLAF’s participation in the EATC is supposed to become
a further force-multiplier in the field of air mobility. 203 As of
mid-2009, with the Netherlands armed forces partially relying