limited morphing wing with adaptive features for continuously optimising the wing loading to reduce fuel burn: variable camber for longitudinal load control where inboard & outboard flaps deflect together and differential flaps setting for lateral load control where inboard & outboard flaps deflect differentially. The manufacturer has extensively used computational fluid dynamics and also carried out more than 4,000 hours of low- and high-speed windtunnel testing to refine the aerodynamic design. The final configuration of wing and winglet was achieved for the "Maturity Gate 5" on 17 December 2008. The wingtip device curves upwards over the final . The wings are produced in the new £400 million (US$M), North Factory at Airbus Broughton, employing 650 workers, in a specialist facility constructed with £29M of support from the Welsh Government. Undercarriage Airbus adopted a new philosophy for the attachment of the A350's main undercarriage as part of the switch to a composite wing structure. Each main undercarriage leg is attached to the rear wing spar forward and to a gear beam aft, which itself is attached to the wing and the fuselage. To help reduce the loads further into the wing, a double side-stay configuration has been adopted. This solution resembles the design of the Vickers VC10. Airbus devised a three-pronged main undercarriage design philosophy encompassing both four- and six-wheel bogies to stay within pavement loading limits. The A350-900 has four-wheel bogies in a long bay. The higher weight variant, the A350-1000 uses a six-wheel bogie, with a undercarriage bay. French-based Messier-Dowty provides the main undercarriage for the -900 variant, with titanium forgings from Kobelco, and UTC Aerospace Systems supplies the −1000 variant. The nose gear is supplied by Liebherr Aerospace. Systems Honeywell supplies its HGT1700 auxiliary power unit with 10% greater power density than the TPE331 from which it is developed, and the air management system: the bleed air, environmental control, cabin pressure control and supplemental cooling systems. Airbus says that the new design provides a better cabin atmosphere with 20% humidity, a typical cabin altitude at or below and an airflow management system that adapts cabin airflow to passenger load with draught-free air circulation. The ram air turbine, capable of generating 100 kilovolt-ampere, is supplied by Hamilton Sundstrand and located in the lower surface of the fuselage. In light of the 787 Dreamliner battery problems, in February 2013 Airbus decided to revert from lithium-ion to the proven nickel-cadmium technology