N1 TOGA
Please have the decency to be civil, old chap. "You are a very bad journalist" is hardly a good start, is it? The last Concorde thread did start getting nasty, but we're all trying hard on this one to be more measured.
And when senior Captains of large jet airliners, a test pilot of John Farley's reputation, and other informed aviation people express concerns about this subject, it can hardly be 'stupid and sterile', can it? Your lack of respect for your fellow Pruners does you no credit.
For information, I have read all the BEA documents available in English, and have waded through some of them in French (especially the CVR transcript). We know that the report by the two French Concorde captains (presumably 'not experts' according to you) disagrees with some of its findings.
There are many experts on this thread too, and some of them have expressed a belief that the BEA report (only an interim document at present) may be quite seriously flawed, and have explained why. Some are concerned that there have been a succession of flawed reports from the BEA, while others believe that there is always a tendency for reports (not just French ones) to be shaped by commercial or political interests. Yet you choose to give it the respect normally accorded to holy scriptures.
Because you have very kindly posted in English, there are parts of your post that I don't really understand, and thus don't want to answer.
The first one concerns take off weight, where you seem to be disputing the fact that they took off overweight.
The summary of the case for this argument is as follows:
From the accident report we can see that they took off at 187.2 tonnes.
The max structural weight is 185.075 tonnes (not 186.700).
Even if the aircraft was marginally below its absolute structural limit by the time it reached its take off position (and are we sure it had done?) then the 8kt tailwind was sufficient to reduce the Regulated TO Weight (the weight at which it was legal and safe to take off) to a figure below that of the Actual Take Off Weight - so in summary, they took off overweight.
Can you explain how you disagree with this? (Can those who posted these figures originally quote a source, with report and page no., just for the record?)
You go on to state unequivocally that engine 1 lost power due to fuel/hot gas
ingestion, whereas Rolls Royces tests suggest that this verdict may be shaky, and some experts suggest that solid object damage (perhaps the runway edge light) was what stopped it. Speculating on what 'would' have caused No.2 to fail is specious. The engine had not failed and was producing thrust when it was deliberately shut down, without a direct order to do so from the captain.
You speculate that the fire and high temperature 'have probably reduced wing performance and damaged inner elevon (aircraft control)'. You may be correct, but there is no evidence to support this. Captain Marty lost control because he was too slow and at too high an AoA.
BEA may say that the "missing spacer" was of no consequence, but a number of highly qualified experts disagree, and we have already suggested that there are reasons for some people to suggest or suspect that the BEA's conclusions may not be impartial, and may have been tempered by a desire to protect the reputations of the nationalised airline and Aeroports de Paris.
You admit that you are "not enough expert to be disagree" (your profile does not even tell us whether you have any aviation expertise at all, nor whether you even hold a basic PPL) yet you seemingly fail to recognise that others (who are experts - including an accident investigator) do feel that this kind of discussion on PPRuNe is useful, and valuable, and do respect the expertise of many of those contributing to the debate.
If your start and end point is that you can't believe that there is any possibility that the BEA could have got it wrong (by accident or design) perhaps there is no point in arguing.