You're both wrong. It was improper repairs and human factors that brought the Concorde down. From the DC-10, yes, but still an unapproved part per the AMM. It was a 17 inch titanium wear strip that fell from the #3 engine cowl.

Why titanium? An A&P in Houston figured it was a better choice. The AMM/SRM called for stainless or an aluminum alloy for the wear strip. The A&P had titanium on hand and decided, rather incorrectly, that titanium would stand up against heat better. But failed to take into account it was a more brittle metal and would likely fail prematurely in the application.

I'm an A&P/IA, I'm in a GA hangar and we fabricate parts quite frequently. But management always makes sure we use the right material. Now that I'm assistant manager, I'm a hard-ass about this because I don't want my shop to be responsible for death. We've already had two aircraft we did major work on go down, but both incidents were pilot error (fuel starvation in the first case, and the second one was the owner using incorrect engine oil in the second.) Both of those were 'fuck me!' moments and weeks of dread, but I digress. Just because we do GA, flight school, and some rotary wing and business class (king airs and pc-12s) doesn't mean the risk for catastrophe is less.
In the case of Continental, some dude in a Houston hangar doing a C-check decided he knew better than the AMM/SRM and made a fatal choice.