The AIM-7F Sparrow is a missile which is a modification or mo ernization of an earlier model for use with the F-15.

Hound Dog II is an adaptation of an existing missile to be used an [deleted].

Chairman ELLENDER. Are you going to take each of these items a discuss it?

Secretary SEAMANS. I was not planning to do so because I belie others will be doing so later. General Glasser will appear before th committee Friday and go into detail.

Chairman ELLENDER. You mean on B-1?

Secretary SEAMANS. I will go into the B-1, the F-15, the A-X ar the AWACS. These are the items that are under aircraft, B-1, F-1 and A-X. Under other equipment we list the AWACS. It was n intention to discuss each one of these.

Chairman ELLENDER. All right. Where do you start?

MINUTEMAN MISSILE PROGRAM

Secretary SEAMANS. I am still talking about Minuteman on page 3 partway through the first paragraph.

I say these programs are adequate for making necessary ICB improvements in the next few years. We must, however, insure tha our technology will remain strong enough to provide long-term in provements which may be needed in the 1980's.

That accounts for some of the smaller items that are included in th $387.4 million.

AIRCRAFT DEVELOPMENT

With respect to aircraft development, we are continuing four majo programs: the B-1, the F-15, the A-X, and the AWACS. And we hav initiated advanced prototype development of a lightweight fighte and a medium STOL transport.

B-1 STRATEGIC BOMBER

The deterrence of strategic war depends on convincing any would be attacker that effective retaliation would be certain. The Unite States continues to deter aggression by maintaining three differer types of retaliatory forces: land-based missiles, sea-based missiles, an long-range bombers. An enemy might be able to develop ways of new tralizing one or even two of these forces, but it is extremely unlikle that he could find methods of negating all three at the same time.

We are proceeding with the development of the B-1 to be certai that we can maintain the bomber portion of our deterrent capabilit in the 1980's.

B-52 MISSION CAPABILITY AND MODIFICATION COST

The B-52 was designed in the late 1940's and built in the 1950's and early 1960's. While we have continually upgraded the B-52, we wil not be able to maintain the mission capability of this aircraft in definitely. To date, we have spent about $2.7 billion on B-52 modifica tions. And even if we were to spend larger sums for beefing up th

B-52 structure and retrofitting it wtih more efficient engines, its ability to survive an enemy attack and penetrate the air defenses expected during the 1980's would be questionable.

FB-111 AIRCRAFT

Of course, the FB-111 is also an important element of our bomber force, but it cannot fulfill the strategic bomber mission by itself. Against typical target systems it would take six times as many FB111's as B-1's and require six times the tanker support. And due to its relatively small size, there is little growth potential for penetration aids in the FB-111.

B-1 CONTRACTS

As you know, North American Rockwell was selected as the prime contractor for the B-1. And, General Electric won the engine contract. Each is working under a cost plus incentive fee contract in the development phase.

Chairman ELLENDER. The development of the B-1 would not be for " in conventional wars, would it?

Secretary SEAMANS. It is to keep on having a strategic deterrent, Mr. Chairman.

Chairman ELLENDER. Would it be capable of doing something similar to what we are doing in Southeast Asia now?

Secretary SEAMANS. The B-1 bomber probably would not be used in quite the same way.

Chairman ELLENDER. It couldn't be employed there, because it will be from 8 to 10 years before it is operational.

Secretary SEAMANS. It will become operational in 1979, according to our plan.

RESEARCH EXPENDITURES

Chairman ELLENDER. How much have you spent on the B-1 in total? General CROW. We have spent $365.2 million. Total approved available funds are $689.3 million.

Chairman ELLENDER. That is for research?

General CROW. Yes, sir: research only.

Secretary SEAMANS. That is for wind tunnel testing. That is for testing critical structural items, and is for engine testing that we have done and for design of the airframe.

Chairman ELLENDER. What do you propose to do with the $444.5 million that you are asking for 1973?

Secretary SEAMANS. We propose to continue with that activity, a development activity: more wind tunnel testing, much more structural testing and much more engine testing, leading to the construction of tree prototype aircraft. We anticipate the first flight in April 1974, following which we plan to flight test these aircraft for a year's time, before making a production decision, if one is made.

DEVELOPMENT COST

Chairman ELLENDER. What do you estimate to be the total cost of producing these three prototypes?

Secretary SEAMANS. The development cost which includes more that just the building of the three prototypes, it includes all the wind tun nel work, everything, is $2.6 billion.

Chairman ELLENDER. When you say $2.6 billion, have you added th inflationary factors?

Secretary SEAMANS. Yes, we have.

Chairman ELLENDER. To what extent?

Secretary SEAMANS. The usual factor which we discussed thi morning.

Chairman ELLENDER. You say that you hope to have some of thes prototypes ready in 1974.

Secretary SEAMAN. That is correct; a little over 2 years from now for the first flight.

ESTIMATED UNIT PRODUCTION COST

Chairman ELLENDER. Have you an estimate of what these would cost you if, as and when you decide to construct them?

Secretary SEAMANS. The estimate, it ought to be realized, is still ver rough because we haven't the experience of building and flying the air plane, but the present estimate is that the unit procurement cost wil be $35 million for these airplanes.

ESTIMATED PROCUREMENT

Chairman ELLENDER. How many do you contemplate ordering to ge them at that price?

Secretary SEAMANS. This is assuming that we produce 241 of thes aircraft.

Chairman ELLENDER. 241?

Secretary SEAMANS. Yes.

Chairman ELLENDER. That will be how many squadrons?
Secretary SEAMANS. Fourteen squadrons.

ADVANTAGES OVER B-52

Chairman ELLENDER. What is the virtue of the B-1 compared to th B-52?

Secretary SEAMANS. The virtue is that it is designed specifically fo low altitude penetration against the most sophisticated defenses and is designed to carry more payload than the B-52 and to penetrate higher speed under poor weather conditions, where there is very roug air. It also has the capability of supersonic flight at high altitude.

Chairman ELLENDER. As I recall, last year when I asked that sam question, the main virtue of the B-1, compared to the B-52, was th low-altitude capability.

Secretary SEAMANS. Exactly. That is the point I tried to stress. Chairman ELLENDER. If the enemy has developed some method f strike when you fly high, don't you think he will be able to develo one when you fly low?

Secretary SEAMANS. He obviously is going to be working on th problem. So far, we feel that that is the best way to attack. General Ryan might wish to add to that.

CONGRESSIONAL OPPOSITION

Chairman ELLENDER. There undoubtedly will be questions about this request, both in committee and on the floor, and there may well be opposition to it. I suggest you make the best case that you can.

General RYAN. As the Secretary has said, we are looking forward sophisticated defenses because it is never a static situation. That is Thy we are designing the airplane to go fast at low altitude. We do ot feel that we can be successfully precluded from penetrating at low altitude.

We are designing the aircraft so that it can carry the SRAM, so that if we have to, we can break through the defenses [deleted] to get in.

RANGE

Chairman ELLENDER. What is the range of this plane compared to that of the B-52?

General RYAN. With a greater weapons load the B-1 range will be out the same range as our B-52H. In other words, this aircraft will quire refueling on an intercontinental mission just like the B-52H

Chairman ELLENDER. You mentioned another virtue in that it carreia bigger payload.

General RYAN. Yes.

Secretary SEAMANS. To take the numbers here, the maximum inmal payload of the B-52 is 31,000 pounds, and the B-1 is being med for 75,000 pounds. Maximum external payload of 20,000 wads for the B-52, 40,000 pounds for the B-1. It is an increase of than 2 to 1.

ANTICIPATED UTILIZATION OF BOMBER

Chairman ELLENDER. In planning for a bomber of that kind, have in mind the areas in which you expect it might be used? Secretary SEAMANS. Yes; certainly.

Chairman ELLENDER. Where?

Secretary SEAMANS. Well, it will be based in the United States. It d be targeted against any sites desired anywhere in the world. airman ELLENDER. That is mainly against the Soviet Union, isn't

General RYAN. Any potential enemy having the capability.

airman ELLENDER. The position of the Department of Defense sally seems to be predicated on retaliation against a possible threat. heral RYAN. It is designed to be used to deter the strategic caCity possessed by the Soviet Union and China.

BOMBER ATTITUDE AND SPEED

nator YOUNG. Mr. Chairman, you have asked most of the questions inted to ask, but I have a few more. What will be the altitude and *d capabilities of this plane?

Secretary SEAMANS. For altitude, it will fly at [deleted] to [deleted feet above the terrain.

Senator YOUNG. How high can it fly and how fast?

Secretary SEAMANS. It can go up to around [deleted] feet.
Senator YOUNG. Is that all?

General RYAN. It is a matter of payload, Senator. With what yo would consider a normal payload of 15,000 to 20,000 pounds, you cou probably operate it between [deleted] and [deleted] feet. It has th capability at mach 2.

Senator YOUNG. At mach 2?
General RYAN. Right.

POSSIBLE UTILIZATION OF TECHNOLOGICAL ADVANCES RESULTING FROM WOR

Senator YOUNG. Are you able to use any of the new information acquired in developing the SST, the engine, for example? That wa new type engine. Was any of that research and development use in the development of the B-1?

Secretary SEAMANS. I am sure some of it was. You have GE invol in both of those programs.

Senator YOUNG. I understood that was an entirely new engine t were developing.

Secretary SEAMANS. It is not the same engine.

I don't want to confuse the issue but I am certain some things w learned; there were some technological advances on the supers transport that proved helpful in this program.

Senator YOUNG. What we are learning from the B-1 would be h ful if, for instance, the country wanted to go back to an SST ag

HIGH AND LOW-ALTITUDE SPEEDS AND STRUCTURAL COMPOSITION

Secretary SEAMANS. That is right; in my estimation.
You were asking about the speed.

The low-altitude speed is 390 knots for the B-52; [deleted the B-1. High altitude is 550 knots for the B-52 and [deleted] the B-1.

Senator YOUNG. How many engines does the B-1 have?
Secretary SEAMANS. Four. The B-52 has eight engines.
Senator YOUNG. This would be an aluminum plane?

Secretary SEAMANS. It would have some titanium but we purp picked a speed at altitudes such as we would use predomin aluminum in order to save money and not get into a completely ium airplane.

Senator YOUNG. If, later, you wanted more speed by giving it power and using a titanium skin, could you obtain more spe that way?

Secretary SEAMANS. I would say if you wanted a mach 3 air it would probably require a new design.

Senator YoUNG. That is all.

1974 FUNDING INCREASE AND SUBSEQUENT REDUCTION

Chairman ELLENDER. Since you indicate that the prototypes n ready for flight in 1974 and you also say that the cost of these