There's a good summary of the test program from 21 Oct that I have missed somehow, saw it as a link with the MSN005 article:
Here some excerps:
MSN1 also carried out minimum-unstick tests on 26 September, during flight 57.
Airbus vice-president of flight-test regulation Hugues van der Stichel says the test, at Paris Vatry, involved accelerating the A350 to around 80kt – as quickly as possible, to maximise the available remaining runway – before reducing power and applying maximum pitch up.
The take-off is performed offset from the runway centreline, to avoid striking lights as the rear fuselage makes contact, while the pitch is not altered until the aircraft has reached sufficient height, about 300ft, to clear ground effect.
“It’s a risky test that could easily damage the aircraft,” says A350 programme chief Didier Evrard. “Fortunately we have excellent pilots.”
While MSN1 conducted the minimum-unstick take-off, MSN3 was also equipped with a tail-skid mount, as a precaution, in case it was required to perform the same test.
“We were not sure how much time it would take to get to this [point],” says Evrard, adding that the test might have needed repeating.
Wonder why they reduce power, is that because they would overrun Vlmu otherwise?
Van der Stichel says the free flutter test is the next major aerodynamic check. “We know it [will meet expectations],” he says. “We have to demonstrate it.”
Airbus is yet to perform formal fuel-burn performance tests but Evrard is confident. “There’s no reason it won’t be in line with our forecasts,” he says.
So no worries for the fuel burn on the aircraft anymore, the 3t overweight set them back about 1.2-1.5% but that is fixed by the engines (right now -0.5% according to Zeke and might go to -2% at EIS) and probably by aero as well, the aero guys normally keep the odd % to themselves