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Another civilian clueless as to what the U.S. military does.Take a look at the some of job offers just for the Navy. Granted not all military jobs will cross to a civilian job.InsigniaGeneral ratingAbbreviationService ratingAbbreviationAviation boatswain's mateAB[I](Launching & Recovery)(Fuels)(Aircraft Handling)ABEABFABHAviation Boatswain's Mates are responsible for aircraft catapults, arresting gear and barricades. They operate fuel and lube oil transfer systems, as well as direct aircraft on the flight deck and in hangar bays before launch and after recovery. They use tow tractors to position planes and operate support equipment used to start aircraft.[15]Air traffic controllerACAir traffic controllers assist with the speedy flow of air traffic by directing and controlling aircraft. They operate field lighting systems and communicate with aircraft. They furnish pilots with information regarding traffic, navigation, and weather conditions, as well as operate and adjust ground-controlled approach (GCA) systems and interpret targets on radar screens and plot aircraft positions.[15]Air traffic controllerACAir traffic controllers assist with the speedy flow of air traffic by directing and controlling aircraft. They operate field lighting systems and communicate with aircraft. They furnish pilots with information regarding traffic, navigation, and weather conditions, as well as operate and adjust ground-controlled approach (GCA) systems and interpret targets on radar screens and plot aircraft positions.[15]Aviation machinist's mateAD[II]Aviation machinist's mates are usually assigned to billets concerned with the maintenance of turbo-jet aircraft engines and associated equipment. They are responsible for the maintenance and replacement of aircraft engines and accessories, as well as performing the duties of flight engineers.[15]Aviation Electrician's MateAE[III]Aviation Electrician's Mates are responsible for aircraft electrical power generating and converting systems. They maintain lighting, control, and indicating systems and can install as well as maintain flight and engine instrument systems.[15]Aerographer's mateAGAerographer's mates are the U.S. Navy's weather forecasters. They are trained in meteorology and the use of aerological instruments that monitor air pressure, temperature, humidity, wind speed, and direction. They prepare weather maps and forecasts and can analyze atmospheric conditions to determine the best flight levels for aircraft. An AG can measure wind and air density to aid the accuracy of anti-aircraft firing, shore bombardment and delivery of weapons by aircraft.[15]Aviation structural mechanicAM[II](Safety Equipment)(Hydraulics and Structures)AMEAMAviation structural mechanics are responsible for the maintenance of many aircraft parts such as wings, fuselage, tail, control surfaces, landing gear, and hydraulic systems. AME's maintain and repair oxygen, cockpit and cabin pressurization, and ejection seat systems.[15]Aviation ordnancemanAOAviation ordnancemen operate and handle aviation ordnance equipment. They are responsible for the maintenance of guns, bombs, torpedoes, rockets, and missiles. Their duties include the stowing, issuing, and loading of munitions and small arms.[15]Aviation support equipment technicianASAviation support equipment technicians perform intermediate maintenance on aviation accessory equipment at naval air stations and aboard aircraft carriers. They maintain gasoline and diesel engines, gas turbine compressor units and electrical systems.[15]Aviation electronics technicianAT[III]Aviation electronics technicians are responsible for the maintenance of radars, avionics, and navigation systems at all times. They do checks on equipment, and calibration of many aviation electronics systems on a regular basis.[15]Naval aircrewmanAW(Operator)(Mechanical)(Avionics)(Helicopter)(Tactical Helicopter)AWOAWFAWVAWSAWRNaval aircrewman operate airborne radar and electronic equipment used in detecting, locating, and tracking submarines. They provide information for aircraft and surface navigation and act as helicopter-rescue crewmen, and function as part of the flight crew on long-range and intermediate-range aircraft. Beginning in 2009, other enlisted aviation ratings that perform flight engineer or loadmaster duties in Navy aircraft will convert to the AW rating.[15]Aviation maintenance administrationmanAZAviation maintenance administrationmen perform clerical, administrative, and managerial duties necessary to keep aircraft maintenance activities running smoothly. They schedule and coordinated the maintenance workload, including inspections and modifications to aircraft and equipment.[15]Aircrew survival equipmentmanPRAircrew survival equipmentmen are responsible for the packing and care of parachutes. They maintain flight clothing, rubber life rafts, life jackets, oxygen-breathing apparatus, protective clothing, and air-sea rescue equipment.[15]The abbreviation comes from the former official title (still used informally) of parachute rigger.[16]Notes[edit]I^ : ABE, ABF, and ABH combine at paygrade E-9 to the rate of Master chief aviation boatswain's mate (ABCM).[17]II^ : AM, AME, and AD combine at paygrade E-9 to the rate of Master chief aircraft maintenanceman (AFCM).III^ : AE and AT combine at paygrade E-9 to the rate of Master chief avionics technician (AVCM).IV^ : 2009 AW rating merged with all other aircrew NEC's and changed their title from aviation warfare system operators to naval aircrewman.Construction ratings[edit]InsigniaGeneral ratingAbbreviationService ratingAbbreviationBuilderBU[I]Navy builders are like civilian construction workers. They are skilled carpenters, plasterers, roofers, cement finishers, asphalt workers, masons, and painters. They build and repair all types of structures including: piers, bridges, towers, schools, offices, houses, and other buildings.[15]Construction electricianCE[II]Construction electricians are responsible for the power production and electrical work required to build and operate airfields, roads, barracks, and hospitals. The work of a CE is equivalent to civilian construction electricians, telephone and electrical repairmen, lineman, and others.[15]Construction mechanicCM[III]Construction mechanics maintain many types of construction machinery including; buses, dump trucks, bulldozers, rollers, cranes, backhoes, and pile drivers. They work on gasoline and diesel engines and transmissions. They also repair electrical, hydraulic, pneumatic and steering systems.[15]Engineering aideEA[I]Engineering aides provide construction engineers with information needed to develop final construction plans. They conduct surveys for roads, airfields, buildings, etc. They perform soil tests, prepare topographic and hydrographic maps. They also survey for sewers, water lines, drainage systems and underwater excavations.[15]Equipment operatorEO[III]Equipment operators work with heavy machinery such as bulldozers, power shovels, pile drivers, etc. They use this machinery to dig ditches, excavate for building foundations, break up old concrete or asphalt paving and pour new paving. They grade and remove debris from construction sites, raise girders, and move and set in place other pieces of equipment or materials needed for the job.[15]SteelworkerSW[I]Steelworkers rig and operate all special equipment used to move or hoist structural steel, structural shapes and similar material. They erect and dismantle steel bridges, piers, buildings, storage tanks, etc. They work with steel shapes, plates and built-up sections used in the construction of overseas facilities. They are skilled in arc welding, MIG welding, TIG welding, and gas welding.[15]UtilitiesmanUT[II]Utilitiesmen supervise and perform tasks involved in the installation and maintenance of plumbing, steam, compressed air and fuel storage and distribution systems. They maintain air conditioning and refrigeration equipment, as well as sewage collecting and disposal facilities.[15]Notes[edit]I^ : BU, EA, and SW combine, as follows:at paygrade E-8 to the rating of Senior chief constructionman (CUCS)at paygrade E-9 to the rating of Master chief constructionman (CUCM).[18]II^ : CE and UT combine at paygrade E-9 to the rating of Master chief utilitiesman (UCCM).[18]III^ : CM and EO combine at paygrade E-9 to the rating of Master chief equipmentman (EQCM).[18]Medical[edit]InsigniaGeneral ratingAbbreviationService ratingAbbreviationHospital corpsmanHMHospital corpsmen are medical professionals who provide health care to service people and their families. They serve as pharmacy technicians, medical technicians, nurse's aides, physician's or dentist's assistants, battlefield medics, and more. All work falls into several categories: first aid and minor surgery, patient transportation, patient care, prescriptions and laboratory work, food service inspections, and clerical duties.[15]Administration, deck, technical, and weapons specialty ratings[edit]InsigniaGeneral ratingAbbreviationService ratingAbbreviationBoatswain's mateBMBoatswain's mates train and supervise personnel in all activities relating to marlinspike, deck, and boat seamanship, and oversee the maintenance of the ship's external structure and deck equipment. They act as petty officers in charge of small craft and may perform duties as master-at-arms, serve in or take charge of gun crews, and damage control parties.Boatswain's mates are also responsible for the "deck side" watch. In port, three of the crew are on deck watch 24/7 (in hazardous areas such as war zones there are more than three, depending on ship's size). They are the Officer of the Deck, Boatswain's Mate of the watch, and Messenger of the Watch (usually a Seaman or Seaman Apprentice). They are stationed very close to the gangway and monitor all the comings and goings of persons to and from the ship. At sea the boatswain's mate of the watch is within ear shot of the conning officer (on the bridge). The boatswain's mate of the watch supervises the rest of the enlisted watch standers on deck. They include helmsman, messenger of the watch, and all the look outs. In port or at sea the boatswain's mate of the watch is charged with the responsibility of making all announcements to the crew; everything from chow call to general quarters (battle stations).[15]Culinary specialistCS(Surface)(Subsurface)CSCSSCulinary specialists prepare menus and order food items. They operate galley and dining facilities, manage large facilities, keep records for food supplies and financial budgets, and can even serve as flight attendant aircrewmen. They can also serve as a personal food service specialist, household/estate manager or chef for an admiral, the First Family, President of the United States at Camp David and the White House, to the Vice President at Number One Observatory Circle or for a commanding officer aboard ship or at shore bases. Ashore, Culinary Specialists often manage and maintain clubs, TAD hotels and Permanent Party naval barracks.[19]Cryptologic technicianCT[I](Interpretive)(Maintenance)(Networks)(Collection)(Technical)CTICTMCTNCTRCTTCryptologic technicians control the flow of messages and information and also conduct electronic warfare. Their work depends on their specific branch: CTAs or administration cryptologic technicians (as of 01 OCT 07 CTA merged with the YN rating) perform administrative and clerical duties that control access to classified material. CTIs or interpretive cryptologic technicians handle radiotelephone communications and foreign language translation. CTMs or maintenance cryptologic technicians maintain electronic and electromechanical equipment. CTNs or networking cryptologic technicians handle computer communication. CTRs or collection cryptologic technicians handle all Morse code communications and operate radio direction-finding equipment. Finally, CTTs or technical cryptologic technicians deal with electronic warfare. CTTs are the first line of defense against inbound threats and anti-ship missiles. They also collect, analyze, and provide electronic intelligence support to commands throughout the world.[15]Explosive ordnance disposalEODExplosive ordnance disposal technicians locate, identify, render safe and dispose of all forms of ordnance (conventional, nuclear, chemical, biological, military, and improvised) both U.S. and foreign made. Parachute or Helicopter insertion and deep-sea diving capabilities are sometimes necessary to perform this mission. In addition to working closely with other military services, EOD technicians occasionally assist civilian law enforcement agencies.[20]Electronics technicianETSurfaceNuclear PowerSubmarine, NavigationSubmarine, CommunicationsETETN[21]ETV[21]ETR[21]Electronics technicians are responsible for electronic equipment used to send and receive messages, detect enemy planes and ships, and determine target distances. They maintain, repair, and calibrate all electronic equipment used for communications, detection tracking, identification, and navigation. Specially qualified electronics technicians are employed onboard nuclear-powered ships to operate the nuclear reactor and maintain its control subsystems.[15]Fire controlmanFCConventionalNon-Conventional (Aegis)FCFCAFire controlmen (FC's) maintain the control mechanism used in weapons systems on combat ships. Complex electronic, electrical and hydraulic equipment is required to ensure the accuracy of Navy guided-missile and surface gunfire-control systems. They are responsible for the operation, routine care and repair of this equipment, which includes radars, computers, weapons direction equipment, target designation systems, gyroscopes and rangefinders.[15]Fire controlman - Aegis (FCA's) maintain the Aegis Combat System, an integrated naval weapons system on the Ticonderoga-class cruiser and the Arleigh Burke-class destroyer.Fire control technicianFTFire control technicians maintain the electronic equipment used in submarine weapons systems. They are responsible for the operation and maintenance of the complex electronic, electrical and mechanical equipment required to ensure the accuracy of Navy guided-missile systems and underwater weapons. They are responsible for ship safety by recognizing and analyzing data from several critical systems including sonar, radar, periscope, radio, and torpedo inputs.[15]Gunner's mateGMGunner's mates operate and maintain all gunnery equipment, guided-missile launching systems, rocket launchers, guns, turrets, and associated equipment. They repair electrical, electronic, hydraulic and mechanical systems, and make detailed casualty analysis. They test ammunition, missiles and their ordnance components. GMs train and supervise personnel in the handling and stowage of ammunition, missiles, and assigned ordnance equipment.[15]Intelligence specialistISIntelligence specialists are involved in collecting and interpreting intelligence especially secret information about enemies or potential enemies. They analyze photographs and prepare charts, maps, and reports that describe in detail the strategic situation all over the world.[15]Information systems technician (Surface)Information Systems Technician Submarines (Submarine)IT[II]ITSInformation systems technicians design, install, operate, and maintain state-of-the-art informations systems. This technology includes local and wide area networks, mainframe, mini and microcomputer systems and associated peripheral devices. They also write programs to handle the collection, manipulation and distribution of data for a wide variety of applications and requirements. They perform the functions of a computer system analyst, operate telecommunications systems including automated networks and the full spectrum of data links and circuits.[22]LegalmanLNLegalmen are the Navy's paralegals. They assist Staff Judge Advocates in the proper administration of military justice and administrative law, such as courts-martial, nonjudicial punishment, and administrative separation. They work in Region Legal Service Offices (RLSO), Defense Service Offices, aboard aircraft carriers and large amphibious ships, and at various independent duty locations. Legalmen assist service members, retirees, and their family members with powers of attorney, wills, tax returns, voter registration procedures, immigration and customs regulations, Social Security regulations, and veterans' benefits.[15]Logistics specialistLS(Surface)(Subsurface)LSLSSLogistics specialists manage inventories and issuance of repair parts/general supplies and specialized supplies (e.g., personal flight gear for naval aircrews or specialized combat equipment for Navy SEALs or Naval Military Construction Battalion "Seabees"), as well as distribute mail for naval ships, submarines, aviation squadrons, and shore-based activities. They procure, receive, store and issue material and repair selected components. They utilize financial accounting and database systems to perform inventory and financial management functions. Additionally, they sort and distribute all official and personal mail, manage money order and stamp inventories, and maintain financial and inventory reports.[15]Master-at-armsMAMasters-at-arms uphold law and order aboard ships, shore stations, control access to naval installations, and deploy overseas with expeditionary forces and squadrons performing antiterrorism/force protection (AT/FP) duties. The basic duty of an MA is to enforce rules and regulations, maintain good order and discipline, and protect life and property. Some other duties include conducting criminal investigations, personal protective services, take part in correctional and rehabilitative programs, military working dog (MWD) handlers, small arms instruction, lethal and non-lethal weapons training, and organize and train sailors assigned to shore patrol police duty. Their equivalents in the civilian world are detectives, security guards, and policemen.[15]Mass communication specialistMCMass communication specialists are public affairs and visual information experts. They present the U.S. Navy story to audiences in the Navy and to the rest of the world through a variety of media. Mass communication specialists write and produce print and broadcast journalism, news, and feature stories for military and civilian newspapers, magazines, television and radio broadcast stations. They record still and video photography of military operations, exercises, and other Navy events.[15]MinemanMNMinemen test, maintain, and repair mines and their components. They are responsible for assembling, testing, and delivering mines to the planting agent. They maintain minehandling and minelaying equipment.[15]At sea, minemen primarily man Avenger Class mine countermeasures ships as well the new Independence Class littoral combat ships as a part of the MCM module. Their duties at sea include but are not limited to: operating mine hunting sonar, operating remote controlled submersibles in prosecuting mine-like contacts, rigging and deploying minesweeping gear as well as standing normal underway deck and combat information center watches.[23]Missile technicianMTMissile technicians operate and maintain the UGM-133 Trident II D5 missile Strategic Weapon System (SWS) carried aboard ballistic missile submarines and at strategic weapons facilities. Missile technicians operate and maintain electronic, mechanical, hydraulic and pneumatic strategic weapon subsystems, test and operate the MK98 fire-control system and MK 6 guidance system, perform classified targeting operations, and provide physical security to nuclear weapon systems.[15]MusicianMUMusicians play in official Navy bands and special groups such as jazz bands, dance bands and small ensembles. They give concerts and provide music for military ceremonies, religious services, parades, receptions and dances. Official unit bands usually do not include stringed instruments, but each musician must be able to play at least one brass, woodwind or percussion instrument. Sailors are selected for this rating through auditions.[15]Navy counselorNC(Career)(Recruiter)NC(C)NC(R)Navy counselors offer vocational guidance to Navy personnel — individually and in groups — aboard ships and at shore facilities. They assess the interests, aptitudes, abilities and personalities of individuals and assist them in reaching their full potential. They are responsible directly to the command triumvirate (CO, XO, CMC) and report on many items such as retention, attrition, advancement, testing and various other facets of the career development program. Additionally, it is their keen eye and attention to detail that ensure personnel throughout the command are updated on current Navy policies in regards to career management, off duty education and administrative procedures, among various other responsibilities.[15]Operations specialistOSOperations specialists operate radar, navigation and communications equipment in the shipboard combat information centers (CICs) or bridges. They detect and track ships, planes, and missiles. They operate and maintain identification friend or foe (IFF) systems, electronic countermeasures (ECM) equipment and radio-telephones.[15]They control and assist aircraft.Personnel specialistPSPersonnel specialists provide enlisted personnel with information and counseling about Navy jobs, opportunities for general education and training, and promotion requirements. They assist enlisted members' families with legal aid or reassignments in hardship situations. Personnel Specialists keep records up to date, prepare reports, type letters and maintain files.[15]QuartermasterQM[III]Quartermasters assist the navigator and officer of the deck (OOD), steer the ship, take radar bearings and ranges, make depth soundings and celestial observations, plot courses and command small craft.[15]Religious program specialistRPReligious program specialists assist Navy chaplains with administrative and budgetary tasks. They serve as custodians of chapel funds, keep religious documents and stay in contact with religious and community agencies. They prepare devotional and religious educational materials, set up volunteer programs, operate shipboard libraries, supervise chaplains' offices and perform administrative, clerical and secretarial duties. They train personnel in religious programs and publicize religious activities.[15]Special warfare boat operatorSBSpecial warfare boat operators (SWCC - special warfare combatant-craft crewmen) drive fast speedboats down narrow, winding rivers, or the open ocean while performing high speed, medium range, or all weather insertion/extraction of special operations forces. They participate in maritime interdiction operations, tactical swimmer operations, intelligence collection, operation deception, and coastal patrol.[24]Retail Services SpecialistRSRetail Services Specialists manage barber shops, tailor shops, ships' uniform stores, laundries, dry cleaning plants and cobbler shops. They serve as clerks in exchanges, gas stations, warehouses, and commissary stores. Some RSs function as Navy club managers.[25][26]Special warfare operatorSOSpecial warfare operators are Navy SEALs, which are the Navy's primary unconventional warfare units that conduct warfare at SEa, in the Air, and on Land (SEAL). A SEAL's core skills consist of: sniper, breacher, communicator, maritime/engineering, close air support, corpsman, driver, navigator (rural/urban/protective security), heavy weapons operator, sensitive site exploitation, air operations (parachuting/helicopter insertion, etc.), climber, interrogator, technical surveillance, and advanced special operations. SEALs oversee ocean-borne mine disposal, carry out direct action raids against military targets, conduct reconnaissance, and secure beachheads for invading amphibious forces.[24]Sonar technicianST(Surface)(Subsurface)STGSTSSonar technicians are responsible for underwater surveillance. They assist in safe navigation and aid in search and rescue and attack operations. They operate and repair sonar equipment and jam enemy sonars. Sonar Technicians operate, maintain and repair sonar systems, antisubmarine warfare fire control equipment and other various equipment associated with underwater detection, counter-detection, warfare and communications.[15]YeomanYN(Surface)(Subsurface)YNYNSYeomen perform administrative and clerical work. They deal with visitors, coordinate worldwide travel, submit passport applications, telephone calls and incoming mail, and assist various ships, squadrons, staff commands, and special warfare teams around the world with administrative tasks. They write and type business and social letters, notices, directives, forms and reports.[15]Notes[edit]I^ : Cryptologic technician now includes former rating of electronic warfare technician (EW).[27]II^ : Information systems technician now includes former rating of cryptologic technician – communications (CTO).[27]III^ : Quartermaster QM now exists as electronics technician (navigation) ETV on submarines.[27]Engineering and hull ratings[edit]InsigniaGeneral ratingAbbreviationService ratingAbbreviationDamage controlmanDC[I]Damage controlmen perform the work necessary for damage control, ship stability, fire-fighting. They also prepare defenses against chemical, biological and radiological (CBR) warfare attacks. They instruct personnel in damage control and CBR defense and repair damage-control equipment and systems.[15]Electrician's mateEM(Nuclear)EMNElectrician's mates are responsible for the operation and repair of a ship's or station's electrical power plant and electrical equipment. They also maintain and repair power and lighting circuits, distribution switchboards, generators, motors and other electrical equipment. Specially qualified electrician's mates are employed onboard nuclear-powered ships to maintain the control subsystems in nuclear reactors.[15]EnginemanENEnginemen are responsible for internal diesel and gasoline engines. They also maintain refrigeration, air-conditioning, distilling-plant engines and compressors.[15]Gas turbine system technicianGS(Electrical)(Mechanical)GSEGSMGas turbine system technicians are responsible for all gas turbine engines. They maintain propulsion machinery, including gears, shafting and controllable pitch propellers, assigned auxiliary equipment propulsion control systems, electrical and electronic circuitry up to the printed circuit module, and alarm and warning circuitry. They handle administrative tasks related to gas turbine propulsion system operation and maintenance.[15]Hull maintenance technicianHT[I]Hull maintenance technicians are responsible for maintaining ships' hulls, fittings, piping systems and machinery. They install and maintain all shipboard and shore based plumbing and piping systems. They look after a vessel's safety and survival equipment and perform many tasks related to damage control.[15]Interior communications electricianIC[II]Interior communications electricians operate and repair electronic devices used in the ship's interior communications systems, SITE TV systems, 1MC (public address system), electronic megaphones and other announcing equipment. They are responsible for the gyrocompass systems.[15]Machinist's mateMM(Nuclear)submarine (Weapons)submarine (Auxiliary)MMNMMAMachinist's mates are responsible for the continuous operation of the many engines, compressors, gears, refrigeration, and air-conditioning equipment along with other types of machinery onboard ships and shore installations. They are responsible for the ship's steam propulsion and auxiliary equipment and the outside (deck) machinery. Specially trained and qualified machinist's mates are deployed onboard nuclear-powered ships to maintain the machinery and piping in nuclear reactors. Some nuclear machinists mates (engineering laboratory technicians) receive additional specialization in health physics and maintaining reactor chemistry.[15]Torpedoman's mateTMsubmarine (Weapons, not SLBMS)TMs are responsible for all phases of weapons loading, unloading and storage on all classes of submarines. This includes torpedoes, Tomahawk missiles and countermeasure devices. A TM works on high pressure air and hydraulic systems to maintain loading and launching capabilities for torpedo and vertical launch tubes.[28]Machinery repairmanMR[I]Machinery repairmen are skilled machine tool operators. They make replacement parts and repair or overhaul a ship's engine auxiliary equipment, such as evaporators, air compressors and pumps. They repair deck equipment, including winches, hoists, condensers, and heat exchange devices. Shipboard machinery repairmen frequently operate main propulsion machinery, besides performing machine shop and repair duties.Navy diverNDNavy divers are responsible for a wide variety of tasks like underwater ship maintenance, construction, and underwater rescue. They are assigned to Naval Special Warfare Units to provide diving technical expertise and supervisory support to all submersible operations.[29]

If you want the answer in a “Yes” or “No”, well, yes.Very little.In fact, a plank, held at some positive angle of attack, is capable of generating much, much,much, much, much, much, much, much, much, much, much, much more lift than a standard airliner oval/round/double-bubble fuselage.Wings are, after all, planks, with carefully sculpted shapes called airfoils.NASA’s Lifting Body experiments, and the Space Shuttle, are examples of fuselages specifically designed for lift.The NASA facility at Edwards—called initially the National Advisory Committee for Aeronautics (NACA) Muroc Flight Test Unit—was paradise to lovers of air-planes. It was a place where people got their hands dirty working on aircraft, a place where they had the freedom to kick an airplane tire at any time. It was a place where test pilots, engineers, mechanics, and technicians all breathed the same air and walked the same halls, shops, and hangar floors. It was a place where they could take a few minutes off from tightening a bolt on an aircraft to watch a new airplane design making a flyover. The boss probably was also an airplane lover, and more than likely, he too had stopped whatever he was doing to watch the same flyover.In 1963, the lifting-body program began, circumventing the normal bureaucratic process by launching itself as a bottom-up program. It began when an enthusiastic engineer drew together a band of engineers, technicians, and pilots—all volunteers, of course—and then moved ahead, bypassing the ponderous amount of paperwork and delays of months or even years typically involved in officially initiating approved and funded aerospace programs in that era. Besides tapping into the volunteer spirit present in the 1960s at the NASA Flight Research Center, the unofficial lifting-body program also used creative methods to locate funds.The extremely low-cost M2-F1 launched the unofficial lifting-body program in 1963. Dubbed the "Flying Bathtub," this simple little vehicle was towed aloft by either a car or an old R4D, the Navy version of the C-47 aircraft.Except for the Hyper III, which was flown by remote control, the lifting-body vehicles were flown with research pilots on board. Two of the configurations, the M2-F2 and the first glider version of the HL-10, were marginal to control and later were modified aerodynamically to produce good flying aircraft.▲The HL-10: the precursor to the Shuttle.The original flight versions, the "angry machines," tested the limits of research pilots' capabilities. We were very fortunate at the time to have a pool of the world's best research pilots to fly these marginally controllable aircraft until engineers, got smart enough to convert them into good flying machines. Another lifting body, the Air Force X-24A, was converted into the X-24B, a totally new form of lifting body called a "racehorse" because it led toward n high hypersonic aerodynamic performance.As the program grew over the years to involve flight-testing eight different configurations, it became more disciplined and organized. Even then, however, it was still individuals—not organizations—that made things happen. The lifting-body concept was a radical departure from the aerodynamics of conventional winged aircraft, and it was the operational experience of the NASA and Air Force people at Edwards AFB that made the program a reality. Setting the stage for the lifting-body program was the long experience of these engineers, technicians, and pilots over previous decades in flight-testing experimental, air-launched, and rocket-boosted gliders from the XS-1 to the X-15.The Collier Trophy selection committee awarded the 1975 trophy to General Dynamics for designing the F-16 fighter. General Dynamics touted the F-16 to the committee as being a composite of design innovations "that have not previously been combined into a single vehicle." These innovations were lifting body, fly-by-wire, control-configured vehicle technology, variable wing camber, side-stick pilot's controller and high-acceleration cockpit.But the most exciting early vision of fuselage lift was that of Burnelli’s.Reproduced from Air and Space Magazine, November 1, 1989The Burnelli ControversyWas this designer a genius or his own worst enemy?Burnelli (front) designed conventional aircraft like the 1916 Continental Pusher before turning to lifting-fuselage airplanes with the RB-1. (NASM)By David NolandAir & Space Magazine | SubscribeNovember 1, 1989“This is the biggest story in aviation history,” says Chalmers H. “Slick” Goodlin. He puffs on his pipe and leans back in a 16th century oak chair in the living room of his sumptuous Coral Gables home. A suit of medieval armor sits astride a life-size wooden horse over behind the couch, and banyan trees are visible outside the window. Goodlin, a 66-year-old dealer in used jet airliners and a former test pilot from the glory days at Muroc, is talking about a subject that has consumed him—some would say obsessed him—for nearly four decades: the Burnelli lifting fuselage. This 69-year-old concept of aircraft design is one that Goodlin insists would revolutionize aviation today. “The government and the military-industrial complex have engaged in a diabolical conspiracy to kill the Burnelli concept,” he says. “The cost of that conspiracy has been hundreds of billions of dollars and thousands of human lives. It’s one of mankind’s greatest tragedies of the 20th century.”One day in 1920, a clever young aircraft designer from Texas named Vincent J. Burnelli had a brainstorm. Seeking to increase lift for a larger version of the Lawson Airliner he’d designed the year before, Burnelli hit upon the idea of shaping the fuselage like an airfoil. Instead of simply dragging through the air and unnecessarily burdening the wings, reasoned Burnelli, his fuselage would generate its fair share of lift. Moreover, the lifting fuselage would reduce structural loads on the wing and provide the additional bonus of a cavernous cabin.Burnelli’s first lifting-fuselage aircraft was the 32-passenger RB-1 biplane, which made its maiden flight in 1921. It had a broad slab of a body, curved like an airfoil across the top and bottom and tapering to a knife edge at the rear. The fuselage contributed more than 500 square feet of lifting surface, about a third of the total wing area, and was so wide that the two 550-horsepower Galloway Atlantic engines fit side by side in the nose. An improved version, the RB-2, could carry three tones of freight, an astonishing load in those days, and in 1925 the prototype hauled around a Hudson Essex automobile on an aerial sales tour. But the RB-2 was sluggish and slow, and Burnelli couldn’t get financing for production.He continued to design and build airplanes based on his lifting-fuselage concept into the late 1940s, persuading various backers to fund six more prototype aircraft. None ever went into production, even though Burnelli had the support of big names like Hap Arnold, Clyde Pangborn, and Billy Mitchell. His unusual designs also caught the fancy of aviation buffs of the day, among them an airplane-crazy Pennsylvania boy named Chalmers Goodlin, who built a model of a Burnelli when he was 10 years old.But the big contract remained elusive. Until his death in 1964 Burnelli continued to sketch designs for aircraft ranging from commercial jet transports to suborbital space planes, all employing his lifting-fuselage concept. The last Burnelli aircraft to fly was the CBY-3 Loadmaster, a squat, bulky twin-engine cargo transport that first took wing in 1947. The only surviving Burnelli, it now sits, forlorn and partially disassembled, in the grass out behind the New England Air Museum in Windsor Locks, Connecticut.When Slick Goodlin met Vincent Burnelli in 1949, Goodlin too was feeling the sting of rejection by the aviation establishment. Two years earlier, Goodlin, then a dashing 24-year-old test pilot for Bell Aircraft, had made the first powered flights of the Bell X-1, the bright orange rocket plane that would later break the sound barrier and make a national hero out of Air Force pilot Chuck Yeager. Goodlin took the X-1 to the brink of Mach 1, but it was Yeager who stepped in for the epochal supersonic ride.According to Yeager’s autobiography and the book The Right Stuff, Goodlin lost his shot as soon as he insisted on a $150,000 bonus to fly the X-1 past the sound barrier. When the Air Force balked, Yeager took over for $283 a month, his regular service pay.“That account is false,” says Goodlin vehemently, the bitterness still evident. “I had a handshake deal with Bob Stanley of Bell that I would make the first supersonic flight before we turned the plane over to the Air Force. He agreed I’d get $150,000 for the supersonic flights. But the Air Force wanted a man in uniform to break the sound barrier—better PR. And to make Yeager look like a hero, they made up the story about me refusing to fly.”In 1949, Goodlin, who had left Bell to start a used-airliner business, was introduced to Burnelli by a mutual friend. The two hit it off immediately. Empathizing with Burnelli’s role as the frustrated outsider, Goodlin grew interested in the lifting-fuselage concept, test-flew the CBY-3, and got hooked. “It was the best-flying airplane of the 10 different types I’ve flown,” he rhapsodizes. “It stalled beautifully. You could cut an engine, pull the stick back in your lap, and it would shudder a little and recover by itself. Try that in a C-46 and you’re in big trouble.”Goodlin became a stockholder in the Burnelli Company in 1950 and president in 1960. “That about finished me as far as the establishment was concerned,” he says with registration. For, as Goodlin sees it, it has been the aviation establishment that has worked to suppress Burnelli’s accomplishments.Burnelli was dogged by bad luck. One prototype crashed when the ground crew forgot to put in the aileron hinge bolts; another crashed when the ailerons were hooked up incorrectly to their controls. A major backer went broke and a government loan was called in at just the wrong time. Sales prospects for the postwar CBY-3 plummeted when the market was flooded with surplus DC-3s at $5,000 apiece.Burnelli was clearly a talented designer, but he sometimes undermined his own cause. Zealously guarding his lifting-fuselage concept, he patented every detail and always seemed to be involved in patent fights, making him appear a secretive, paranoid outsider to some. Around 1930 the U.S. government tried to buy the rights to Burnelli’s patents so that other manufacturers could build Burnelli-style airplanes. Burnelli refused. On the advice of his patent attorney, he also stayed out of the Aviation Manufacturers Association, which had its own cross-licensing and patent-pooling system. At one point Burnelli had a chance to merge with Consolidated, a big establishment manufacturer, but he backed off.His dealings with the military were also fruitless. Despite repeated rejections, Burnelli constantly bombarded the Army with design proposals that it called “unsubstantiated” and “based on faulty or misleading data.” A 1948 Army chronology of its duels with Burnelli runs 30 pages.Goodlin describes Burnelli as “too nice a man for the cut-throat aviation business.” Short, shy, mild-mannered, Burnelli was far more comfortable at his drafting board than in the offices of Wall Street financiers or Army generals. “Like so many inventors and technical geniuses, he was not a commercial man,” says Goodlin. “He was an innocent. He didn’t appreciate how dishonest big businesses could be.”As Goodlin tells it, an event in 1940 perfectly sums up Burnelli’s lifelong bad luck and frustration. His A-1 fighter-bomber design, after gaining the support of General Hap Arnold, won an Army Air Corps competition over Boeing, Douglas, and Lockheed designs. An elated Burnelli, the story goes, was invited to the White House to watch President Franklin Roosevelt sign the production contract. While an aide served champagne in the Oval Office, Roosevelt, pen in hand, casually asked Burnelli who his backer was. When told it was Arthur Pew, the Sun Oil magnate, Roosevelt exploded with anger, threw the pen across the room, and ordered Burnelli out. Pew, it seems, had been a big supporter of Wendell Willkie, Roosevelt’s Republican opponent that year. Burnelli never got the contract.Shortly thereafter, an Army review board issued a report that denigrated the Burnelli lifting-fuselage concept and stated that no Burnelli design proposal “would ever again be considered by the Air Corps.” Burnelli continued to submit designs anyway, and finally, in 1948, the Air Force tested the CBY-3 at Wright Field. It concluded that the Burnelli was comparable to the Douglas C-47 in handling and performance, but obsolete compared with newer designs then under development. Burnelli, frustrated after so many years of rejection, never built another airplane.Since Burnelli’s death, Goodlin has carried on the crusade alone—39 years of evangelistic fervor that have brought him little but rejection and scorn. It cost him his first wife. “She told me, ‘You love that airplane more than you love me.’ I told her, ‘You’re right, baby.’” He subsequently married his secretary, who, after years of typing acid letters to Burnelli’s foes, presumably knew what she was getting into.Goodlin targets Boeing as the kingpin in the anti-Burnelli conspiracy. In 1963 he ran into a Boeing marketing executive in Florida and pitched the Burnelli concept. The executive went home enthusiastic, says Goodlin, and promised to talk to his superiors. But he called back and said Boeing wasn’t interested after all. Twelve year later, Goodlin says he got a phone call from the president of Royal Jordanian Airlines. “‘Hey, Slick,’ he told me, ‘I’m here in Seattle looking at a mockup of a Boeing Burnelli. They’re telling me it’s the airplane of the future, and they’re trying to sell me a fleet of ‘em.’”The mockup turned out to be the model 754 Husky, a freight hauler Boeing developed for a company headed by Ed Cole, former president of General Motors. The Husky did indeed have a Burnelli-style airfoil-shaped fuselage. (In fact, the Boeing patent filing on the 754 cites Burnelli’s earlier patents.) A spec sheet on the 754 surreptitiously mailed to Goodlin by a Boeing engineer showed that, using the same engines as the 767, the 754 had double the 767’s payload.Goodlin promptly fired off a letter to Boeing asking about royalties; Boeing attorneys sent back a series of increasingly testy letters. The 754 project was eventually shelved—according to Goodlin, to save Boeing the embarrassment of admitting the superiority of the Burnelli concept and to avoid paying him royalties. In a gesture of conciliation, Goodlin offered to drop the matter if Boeing would (a) take out a full-page ad in Business Week apologizing to him for stealing the Burnelli concept for the 754 design, and (b) donate $50 million to an air safety organization designated by Goodlin.Boeing opted not to comment for this article. “We’re a little skittish on the whole subject of Burnelli,” a Boeing spokesman said.Goodlin describes evasive treatment by other aerospace companies. He cites as an example a Northrop engineer who wanted to submit a Burnelli design for a Naval design competition. Management killed the deal, transferred the engineer, and told him never to talk to Goodlin again. Goodlin says Northrop was edgy because the Stealth bomber has Burnelli characteristics.A Northrop source confirms the outline of Goodlin’s tale but says, “Slick didn’t just shoot himself in the foot, he shot his whole foot off. Things were going just fine until he wrote an aggressive legalistic letter to Tom Jones, the chairman. The whole thing blew apart when it hit top management. Slick shoots from the hip, and that prevents him from being taken seriously.”“The whole aerospace industry is interconnected, and they’ll do anything to stop us,” says Goodlin. “We have enough evidence for a criminal conspiracy.” (He sued the Department of Defense in 1984 but has since withdrawn the suit.) “Things haven’t changed since the 1920s. They’re still a bunch of rotten bastards.”Since there are no Burnelli airplanes in flying condition, it’s difficult to evaluate Goodlin’s claims of superior performance. According to contemporary editions of Jane’s All the World’s Aircraft, performance of the early Burnelli CB-16 and UB-14 was comparable to similar aircraft of the day. The most modern Burnelli, the CBY-3, though close in power and payload to the Douglas Super DC-3, was a good 40 mph slower.On the other hand, Goodlin points out with glee that Boeing’s own spec sheet shows that the 754 Husky would have had greater payload capacity than the 767. But the Husky had 31 percent more wing area and a higher aspect ratio—the ratio of span to average chord, a measure of the “skinniness” of the wing—than the 767, two factors that, entirely aside from its Burnelli-style fuselage, would give it a big weight-lifting advantage. Moreover, the Husky would have cruised at just Mach 0.74, compared with the 767’s Mach 0.80.According to standard aerodynamic theory, the “extra lift” provided by a Burnelli fuselage is, under most conditions, beside the point. A Boeing 767 cruising at 41,000 feet doesn’t need extra lift from the fuselage. Its wing easily provides all the lift necessary to balance its weight. (In engineering terms, the aircraft cruises at well below the wing’s maximum lift coefficient.) The designer’s task is to get that lift with the least drag. It happens that a high-aspect-ratio wing (long and skinny) has inherently less induced drag than a low-aspect-ratio lifting surface (short and fat, like a Burnelli fuselage). In cruising flight, the less the fuselage lifts, the lower the inducted drag.Conventional wisdom also dictates that a Burnelli jetliner would suffer drag penalties because of its larger frontal area, larger wetted area (the area over which air flows), and the discontinuity between the lifting fuselage and the wings. NASA aerodynamicist Jerry Hefner comments: “I would think the induced drag would be horrendous. And your skin friction drag is going to go up because of the larger wetted area.” An engineer from a major aerospace firm who asked to remain anonymous (to avoid angry letters from Goodlin) estimates the drag penalty of a Burnelli-style jet transport at about 20 percent more than that of an airplane like a 767. That may be a reasonable compromise for a bulky cargo carrier like the Husky, but not for a passenger jet.Slick Goodlin, of course, has never let conventional wisdom get in his way. “Boeing and Douglas and all the rest of them are simply wrong,” he declares flatly. “The aerodynamics textbooks have been misinterpreted for 50 years.”Goodlin and established aeronautical theory do agree on one thing, however: the extra lift of a broad, flat, airfoil-shaped fuselage can theoretically reduce landing speed. Goodlin correctly cites the takeoff and landing speeds of current jetliners—typically 140 to 180 mph—as potentially dangerous. All of Burnelli’s airplanes, by contrast, had low landing speeds.But an airplane’s landing speed is essentially a market decision, one of the tradeoffs in aircraft design. If Boeing had wanted the 747 to take off at 100 mph in 3,000 feet, it could have simply enlarged the wing and limited the weight. But since the major cities of the world all have 10,000-foot runways and since there is no great public clamor for slower, safer landing speeds, Boeing saw no reason to pay the speed, payload, and cost penalties of a short-takeoff-and-landing 747, Burnelli or otherwise.Goodlin may not win many converts to his aerodynamic theories, but he’s on much firmer ground when he criticizes the modern jetliner’s crashworthiness. Goodlin says the Burnelli’s rigid box-like fuselage would protect passengers in a crash, pointing proudly to the 1935 crash of the UB-14. The airplane hit the ground, wingtip down, at 130 mph and cartwheeled. Engines, wings, and tail were ripped off, but the boxy fuselage remained intact and the crew walked away. One vocal Burnelli proponent, Edmund J. Cantilli, professor of transportation planning and engineering at the Polytechnic Institute of New York, has decried the poor crashworthiness of the modern jetliner and proposed a Burnelli-style craft it its stead.In 1986 Goodlin enlisted the aid of Florida senator Lawton Chiles, who persuaded the Air Force to invite Goodlin to Wright Field for a speech about the Burnelli concept. Goodlin promptly demanded that the engineering vice presidents of Boeing, Douglas, Northrop, and Lockheed be in the audience. These are the people who need to hear his message, he says. “They care nothing for principle, ethics, or integrity. They care nothing for the number of people unnecessarily killed. They will even jockey us into war if it means preserving their power and greed.”And so Goodlin continues to wage his holy war on all fronts. Like most holy warriors, he seems to savor the call to battle more than the promise of victory. “I hate to say this about Slick,” says one Burnelli supporter, shaking his head, “but darn it, I wish he’d simmer down a little. He’d accomplish a lot more.”

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Use of the Services is also subject to Zoom's Privacy Statement, a link to which can be found by selecting “Privacy and Legal Policies” in the footer of Zoom’s website. The Privacy Statement, and all policies noticed at www.zoom.us/legal are incorporated into this Agreement by this reference. Furthermore, if Your Use of the Services requires Zoom to process any personally identifiable information (“PII” or “Personal Data”) Zoom shall do so at all times in compliance with our Zoom Global Data Processing Addendum https://zoom.us/docs/doc/Zoom_GLOBAL_DPA.pdfis incorporated in these Terms of Service. Additionally, You understand and agree that Zoom may contact You via e-mail or otherwise with information relevant to Your use of the Services, regardless of whether You have opted out of receiving marketing communications or notices.MISCELLANEOUS20.1 Choice of Law and Forum. This Agreement shall be governed by and construed under the laws of the State of California, U.S.A., as applied to agreements entered into and to be performed in California by California residents. Except as provided in Exhibit A, the Parties consent to the exclusive jurisdiction and venue of the state courts located in and serving Santa Clara County, California and the federal courts in the Northern District of California.20.2 Contracting Entity. In the event Your Zoom account reflects a bill to/sold to address in India, the contracting entity under these TOS shall be Zoom’s Affiliate, ZVC India Pvt. Ltd.20.3 Waiver and Severability. Failure by either Party to exercise any of its rights under, or to enforce any provision of, this Agreement will not be deemed a waiver or forfeiture of such rights or ability to enforce such provision. If any provision of this Agreement is held by a court of competent jurisdiction to be illegal, invalid or unenforceable, that provision will be amended to achieve as nearly as possible the same economic effect of the original provision and the remainder of this Agreement will remain in full force and effect.20.4 General Provisions. This Agreement embodies the entire understanding and agreement between the Parties respecting the subject matter of this Agreement and supersedes any and all prior understandings and agreements between the Parties respecting such subject matter, except that if You or Your company have executed a separate written agreement or you have signed an order form referencing a separate agreement governing your use of the Services, then such agreement shall control to the extent that any provision of this Agreement conflicts with the terms of such agreement. Zoom may elect to change or supplement the terms of this Agreement from time to time at its sole discretion. Zoom will exercise commercially reasonable business efforts to provide notice to You of any material changes to this Agreement. Within ten (10) business days of posting changes to this Agreement (or ten (10) business days from the date of notice, if such is provided), they will be binding on You. If You do not agree with the changes, You should discontinue using the Services. If You continue using the Services after such ten-business-day period, You will be deemed to have accepted the changes to the terms of this Agreement. In order to participate in certain Services, You may be notified that You are required to download software and/or agree to additional terms and conditions. Unless expressly set forth in such additional terms and conditions, those additional terms are hereby incorporated into this Agreement. This Agreement has been prepared in the English Language and such version shall be controlling in all respects and any non-English version of this Agreement is solely for accommodation purposes.Exhibit ABinding ArbitrationThis Exhibit A to the TOS describes the further provisions which apply to the Binding Arbitration and Class Action Waiver.Disputes. A dispute is any controversy between You and Zoom concerning the Services, any software related to the Services, the price of the Services, Your account, Zoom’s advertising, marketing, or communications, Your purchase transaction or billing, or any term of this Agreement, under any legal theory including contract, warranty, tort, statute, or regulation, except disputes relating to the enforcement or validity of Your or Zoom’s intellectual property rights. As part of the best efforts process to resolve disputes, and prior to initiating arbitration proceedings, each party agrees to provide notice of the dispute to the other party, including a description of the dispute, what efforts have been made to resolve it, and what the disputing party is requesting as resolution,Small Claims Court Available. You may initiate an action in your local Small Claims Court if You meets the court’s requirements. However, if such a claim is transferred, removed or appealed to a different court, Zoom reserves the right to require arbitration.Arbitration Procedure. Disputes not resolved pursuant to Section A or B shall be resolved through arbitration. The American Arbitration Association (“AAA”) will conduct any arbitration under its Commercial Arbitration Rules. For more information, see www.adr.org. Arbitration hearings will take place in the federal judicial district of Your primary business location. A single arbitrator will be appointed. The arbitrator must: (a) follow all applicable substantive Law; (b) follow applicable statutes of limitations; (c) honor valid claims of privilege; (d) issue a written decision including the reasons for the award. The arbitrator may award damages, declaratory or injunctive relief, and costs (including reasonable attorneys’ fees). Any arbitration award may be enforced (such as through a judgment) in any court with jurisdiction. Under AAA Rules, the arbitrator rules on his or her own jurisdiction, including the arbitrability of any claim; however, a court has exclusive authority to enforce the prohibition on arbitration on a class-wide basis or in a representative capacity .Arbitration Fees. If You are unable to afford the arbitration costs, Zoom will advance those costs to You, subject to the arbitrator’s determination if costs should be reimbursed to Zoom if Zoom prevails. For disputes involving more than $75,000, the AAA rules will govern payment of filing fees and the AAA’s and arbitrator’s fees and expenses.Conflict with AAA Rules. This Agreement governs if there is a conflict with the AAA’s Commercial Arbitration Rules.Requirement to File Within One Year. Notwithstanding any other statute of limitations, a claim or dispute under this Agreement must be filed in Small Claims Court or noticed for arbitration within one year of when it could first be filed, or such claim will be permanently barred.Severability. If the class action waiver is found to be illegal or unenforceable as to all or some parts of a dispute, then those parts will not be arbitrated but will be resolved in court, with the balance resolved through arbitration. If any provision of this Exhibit A is found to be illegal or unenforceable, then that provision will be severed; however, the remaining provisions shall still apply and shall be interpreted to as nearly as possible achieve the original intent of this Exhibit, inclusive of the severed provision.