Although the Navy's work with gliders dated back to the 1920s, in 1940 the department did not have a glider program in place. Both the US Army and Navy became interested in gliders after the German invasion of the Low Countries in 1940. At that time the Marine Corps began to consider the employment of paratroop and glider borne troops to augment its amphibious doctrine. Several ideas were offered including the use of amphibious assault gliders for initial landings on enemy held beaches. This was rather ambitious given the limited US military experience with gliders. At the time, neither the Navy or USMC even had a glider training program!

Many European nations used sailplanes (gliders designed for enhanced aerobatics and long glide times) for initial training of pilot candidates. This was generally seen as an unnecessary stage by the US military, but was used by several civilian flight training programs. The Schweizer company of Elmira, NY in particular produced several popular high performance sailplanes. Following the Army's lead, the Navy purchased 13 Schweizer Model 2-8 two seat, all metal sailplanes in 1942. Designated LNS-1, the Schweizer type had a span of 52 feet and was 23 feet long. Weight was 860 pounds. The 214 square foot wing area allowed for a 23 to 1 glide ratio.

The Pratt-Read LNE-1 was another civilian type purchased by the Navy for the program. After tests with one example in 1942, the 100 were ordered. The LNE-1 had a span of 54 feet, 6 inches, and wing area of 230 square feet. Gross weight was 1,150. The main difference between the LNE and LNS types was in seating arrangement, with the LNE offering side by side seating. The glide ratio of the LNE was 26 to 1, offering very good performance. Indeed, the type held the world altitude record for a glider (44,250 feet) for many years. Of the 100 ordered, probably only 75 were actually built, and many of which were undelivered. Most were handed over to the Army as the TG-32 training glider.

In 1942 the USMC established Marine Glider Group 71 at Page Field, Parris Island, SC using the LNS and LNE gliders for training. The unit used several biplane trainer and utility types for towing services. Within a short time, however, the high performance civilian types were found improper for training pilots to glide heavier assault and cargo gliders the USMC planned to employ. The program needed a training glider with lower glide ratios in order to simulate the handling qualities of combat gliders.

The solution was to convert light plane airframes to glider trainers. The Navy acquired 35 Army TG-6 training gliders to fill the role, as the Taylorcraft LNT-1. The company removed the engine from its standard light plane type, then built an extended, glazed nose onto the airframe. Span was 35 feet 5 inches. Length was 25 feet 2 inches. With a gross weight of 1260 pounds, the LNT dropped at about the same speed as the cargo gliders. The LNT maximum towing speed was 140 mph. Aeronca and Piper made similar conversions of their light planes. The Navy received a small number of the Army's Aeronca TG-5 glider, designated LNR-1. Converted from the civilian Model 65 Defender, the LNR's span was 35 feet, and length was 23 feet, 7 inches. Piper modified it's famous "Cub" type to become the Army TG-8. The Navy received a handful of these as LNP-1 training gliders. Span was 35 feet, 2 inches. Length was 23 feet. Both types had similar performance and glide qualities to the LNT-1.

With a training program in place, the Navy and Marines next turned to develop an assault glider. The most readily available type in 1942 was the Army's CG-4 cargo glider built by Waco. While over 13,000 of the Waco gliders were built (among 15 companies) for the Army and Lend-Lease contracts, the Navy received only 13 for USMC needs, designating them LRW-1. The CG-4 carried up to 13 passengers or cargo that included jeeps, 75mm howitzers, or light tractors. The nose section hinged upwards to facilitate loading of large cargo. This transport glider's span was 83 feet, 8 inches, and the length was 48 feet, 4 inches. Gross loaded weight was 7500 pounds. Maximum towing speed was 150 miles per hour. While the Army and other allies used the type from Normandy to Burma, the USMC never used the type in combat. However, the Navy did develop a better towing bar for the glider, which was later incorporated into the Army's types. The Navy also tested two of the improved Waco CG-15 gliders as the XLR2W. The improved type carried 15 passengers.

With the beach assault role in mind, the Navy issued requirements for 12-seat and 24-seat amphibious gliders in 1942. Allied Aviation Corporation produced two XLRA-1s and Bristol Aeronautical Corporation produced four XLRQ-1s to fill the 12-seat order. Technically, these were successful designs, with 100 each ordered (and license production of one of the types by the Naval Aircraft Factory as the LRN-1 contemplated). For the 24-seat requirement, AGA Aviation's XLRG-1 and Snead & Company's XLRH-1 were twin hulled amphibious gliders. Neither was built, but production was also considered at NAF as the LR2N. Large orders for the 12 and 24-seat amphibious gliders were cancelled in 1943. The gliders worked, but the requirement was called into question.

Ambitious plans for the gliders drew to a close in 1943 as the USMC completed trials with the LRW-1s (CG-4) and the Navy tested the XLRA-1 and XLRQ-1. Clearly glider assault was not tactically feasible against the heavily defended and small Japanese held islands of the Pacific. Therefore the program was curtailed. Considering the high loss rates incurred by Army glider-borne troops in the European Theater, perhaps it is quite well the Navy didn't pursue the doctrine further.