No, it should be abundantly clear than the Global Express and the CRJ do not share the same wing.
The 98,000 lb Global Express XRS has a 94-foot wingspan, 1022 square foot, point design, buffet limited wing.
The CRJ wings are 69.6ft. / 520.4 sq. ft. (CRJ200), 76.3 ft. / 738.7 sq. ft. (CRJ700), 81.5 ft. / 760 sq. ft. (CRJ700 series 705 and CRJ900).
For comparison, the 91,000 pound G550 has a wingspan of 93.47 feet with a surface area of 1136.6 sq. ft.
Mitsubishi Heavy Industries has been hit or miss in their wing design. They obviously have done well with the Boeings as they have been selected to build wing boxes for the 787.
I only feel qualified to comment on aircraft that I have flown in an evaluative context, a constraint that apparently doesn’t affect your willingness to make critical comments.
In the military, I flew a test flight series for source selection in the Beechjet 400. Among other deficiencies, it had pronounced Dutch roll characteristics which interacted in phase with turbulence. The narrow chord spoileron system used for differential roll control adversely affected aircraft stall characteristics and single-engine capabilities.
The competitive analysis test flight on the Global Express showed an unusually draggy wing with a T over C ratio of 12 percent.
The wing was also extremely susceptible to performance degradation due to leading edge contamination.
While doing performance analysis on the Global, Bombardier’s cruise Manual predicted a maximum attainable speed of Mach 0.89 at FL450 and 65,000 lb aircraft weight. What we could achieve was only M0.864. During a slight turn under these conditions the Global accelerates. This indicates a wing size and /or a wing incidence problem.
While doing control friction, freeplay and breakout force evaluation, we found that Global breakout forces are around six pounds making handflying difficult. G550 breakout forces by comparison are about 8
ounces.
We had to knock off stall testing because we started to encounter indications of an impending aerodynamic stall 6 knots above computed
shaker speed.
I could continue, but I think you get the idea.
Does this make the Global a bad airplane? No, it’s just not a Gulfstream.
The thrust deck for an engine determines how much aircraft volume you can push through the air. As the Global and the GV both have 29,500 lbs of thrust (G550 30,770 lbs thrust), their volume must be similar. Bombardier decided to spend their volume on cabin. Gulfstream, true to their performance based aircraft design philosophy, spent theirs on wing.
Subsequently, I can take a pilot on a demo flight up to 51,000 feet, have him do steep turns then pull the speed brakes to descend. This would cause most aircraft to depart controlled flight. In the test Global, we couldn’t even get the jet up to 49,000 feet with a light load of fuel and four flight test engineers in the back, much less do turns.
Are you going to do steep turns on a corporate flight at FL510? No, but you might want to go up there to top weather and with the Gulfstreams wide margins, turbulence isn’t going to bring you down.
These high altitude capabilities have also made the Gulfstream popular with atmospheric research organizations such as NOAA and the University Corporation for Atmospheric Research (UCAR). Ordered in 2001, the UCAR GV, known as the High-performance, Instrumented Airborne Platform for Environmental Research (HIAPER) was chosen for its exceptionally high cruising altitude, range, endurance, payload, reliability and low operating costs, as well as Gulfstream's industry-leading, award-winning product support programs.
For the same reasons, domestic and foreign militaries have also selected military variants of the Gulfstream for high altitude intelligence gathering and other special missions.
http://www.pbase.com/xnir/image/62735636
As a point of fact, GV, G500 and G550 wings were designed by Gulfstream scientists using NASA concepts and are made by Vought in Dallas, TX. The G350/G450 wings, also a Gulfstream design, are made by Vought in Nashville,TN. While Gulfstream has a design for a G200 wing, it has not been implemented. Current G100/G150/G200 wings were designed by and are made by Israeli Aircraft Industries in Tel Aviv, Israel.
GV
