This trend continued after the war when Schweizer would increasingly turn to subcontract work to supplement the small amount of revenue realized from designing and building gliders.
The USAAF, the US Navy and Marines all embarked on ambitious glider programs, starting in April 1941, some nine months prior to the Attack on Pearl Harbor and US entry into the war.
The Schweizer brothers considered the specification flawed, as an aircraft that would land at 38 mph without flaps would require very low wing loading.
In the long run, the Schweizer's concerns with the specification were taken seriously and the requirements were later changed to allow higher landing speeds and the use of flaps, making the resulting gliders smaller and more useful.
[2] Schweizer aircraft did not submit revised designs for the new specification, but instead concentrated on production of the army TG-2 and the navy and marine LNS-1 along with the new wooden structure TG-3.
Due to the limitations of the specification, the aircraft was not a success and the initial order of 300 was reduced to 100, with the intention to use them as trainers for the follow-on fifteen seat assault glider.