Jacko:
As to the alleged overweight condition I wouldn't attribute that to a causal factor of the crash nor of being responsible for a tire failure. An airplane with a MTOW of 185,000 kg to be overweight by 2% is relatively insignificant. Besides, in the case of this crash, at the time of rotation enough fuel was already burned off and spilled out of the wing to put the airplane below MTOW. So, in fact at liftoff the airplane was not overweight.
As to the potential tire overload during taxi, that's not significant either because tire loads during taxi are much less stressful than at 180+ kts during heavy weight takeoffs. Imagine also the potential tire overloads during a rough touchdown. Keep in mind also that the boggie gear is designed to carry the overload of one blown tire. Proper inflation is more critical than momentary overloads. In fact maintenance procedure of replacing a blown tire includes the simultaneous replacement of the "good" tire on the opposite axle, because that tire had absorbed the overload of the blown tire.
Obviously there is lots of redundancy in tire strength.
The absence of a BA modified deflector shield is altogether more significant as it could have helped in deflecting some pieces of rubber from the wing and from the engine intakes.
During any MTOW on any airplane it's unknowable whether or not the airplane is actually above MTOW. Because individual passengers and carry on luggage is not weighed. Formulas are used for winter when passengers carry heavier clothing, and formulas are used for summer when passengers carry lighter clothes. And formulas are an approved method.
edited for error: deflector vs. spacer. Thanks Spag.
[ 30 August 2001: Message edited by: GlueBall ] Typo.
[ 30 August 2001: Message edited by: GlueBall ]