How does anything you wrote have anything to do with what I wrote? Mine was a reponse to something entirely different.
Your comments on bending moments is fundamentally flawed as you do no understand the systems.
But it seems like Boeing has been able to change the camber as well since 2009 on the 300ER and it was back ported to the first gen 777's as well
No drooped ailerons is not variable camber, all Airbus FBW have been using drooped ailerons for the past 30+ years for load alleviation and lift generation.
The A350 is able to move the lift distribution in flight, when its heavy the lift distribution is moved closer to the fuselage, when its lighter its moved away, this results in lower bending moments and a lighter wing.
Is Medium any better than WIKI? They also state in the article that the 77X should be able to carry many tons more than the A351 which if they are right on the OEW weight even at 184T with MZFW of 255T (71T of lift) can't really be true can it based on what you have seen the A351 can lift (about 75T to MZFW)?
Medium is different from wiki as its original content where authors put their real name to it. Many articles I read also have github repositories where you can replicate and modify their work. The OEW he has used for the -1000 is too high, all of our -1000s are a few tonnes under 150 tonnes, so the real life numbers are around 7 tonnes better than his article.
When it comes to empty weights Boeing has given us a data points on where they see their nominal marketing payload and range, we also have their comments on the improvements relative to the 77W. If you try and claim the OEW for the 779 is around 170 tonnes, it means the fuel burn is 1 tonne an hour higher than it would be if the OEW was at 184 tonnes, because we know they marketing datapoint of marketing payload at marketing range takes off at MTOW.
In this table below I have done a quick demonstration of what the fuel burns would be if the A150-1000 OEW was 150 tonnes or 155 tonnes, and the 777-9 OEW was 170 tonnes or 184 tonnes, in both cases I have assumed that the aircraft land with OEW+ passengers+7000 kg of fuel and they takeoff at MTOW (which is what the marketing range is based upon).
If we look at the OEW of 155 tonnes for the A350-1000, the fuel burn is below what Airbus Flysmart calculates the fuel burn wll be for 8700 nm, where it is in close correlation with the 150 tonne OEW numbers. I know where I work all of our -1000s are below 150 tonnes.
For the 777-9 if you are saying the OEW is 170 tonnes, it means the fuel burn per hour must be adjusted higher, to a level higher than the 77W which is not reasonable, with a OEW of 184 tonnes, the fuel burn per hour is closer to the 77W which is what we expect for the 777-9.https://i.ibb.co/n3hJTvg/779-OEW.jpg
“Don't be a show-off. Never be too proud to turn back. There are old pilots and bold pilots, but no old, bold pilots.” E. Hamilton Lee, 1949