The performance software my outfit is using on the A-320 certainly displays performance-limiting weights and most often they are several tonnes above the structural MTOW...
I have another question on the de-rates. Can anyone explain why Airbus and Boeing have different de-rate philosophies?
AFAIK, Airbus allows fixed de-rates from the A330 onwards (and possibly on the newest 320's as an option). However, they are to be used only to increase MTOW when limited by Vmcg and can't be mixed with FLEX for lower wear&tear...
Boeing, on contrary, happily allows to use both in conjunction without restrictions...
What are the pro's and con's of each approach?
Question for Boeing guys - how do you know when to use higher de-rate with lower Assumed temp, or vice versa?