A321
Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human-Machine Interface; Distraction; Workload
Deviation - Altitude Crossing Restriction Not Met; Deviation / Discrepancy - Procedural Weight And Balance; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown; No Specific Anomaly Occurred Unwanted Situation
Weather; Procedure; Manuals; Human Factors; Chart Or Publication; Company Policy
While preparing for departure we noticed we would not make the departure crossing restrictions on the ZZZZZ1 departure. Our plan was to bring this to the attention of ground so departure could be made aware. They seemed unwilling to help as did clearance and our overworked dispatcher. We went back and forth and finally were given a 'modified' ZZZZZ2 departure and proceed to ZZZZZ. While doing this departure we stayed in NAV and the plane turned east towards ZZZZZ. ATC gave us headings and informed us that it was not correct. Had we reviewed the departure closer we would have noted the headings and briefed better. Also; that departure is not in the FMS database.[The causes are] a long list. First cause is [the company] operating an airplane under conditions that it should not. An Airbus 321 weighing 192;000 lbs. in 38 Celsius temperature should not be allowed. The plane barely makes it off the ground and we have to climb out in unfamiliar configurations to get climb performance. I do not believe we will have an acceptable outcome if we ever lose an engine. 90+ Fahrenheit cockpit temps doesn't help and cabin temps of mid 80's are a distraction. Constant interruptions by FA's (flight attendants) due to pax getting up is a threat while attempting to find an acceptable departure. Uncooperative ground and clearance controllers who seemed irritated to even interact with us. Overloaded dispatcher which seemed to be the norm lately and was confirmed to me by 2 dispatchers riding the jump seat. Incorrect verbiage in the performance manual regarding the IAE (International Aero Engine) bump feature which was unfamiliar procedure to me. That was a distraction because it was a green B next to the EPR gauge; not a blue B next to the N1. Missing SID from our database (that would have prevented this event). Operating an aircraft under conditions that are borderline unsafe and expected to do so. The climb was so poor the aircraft started a 1;000 - 1;200 RPM descent upon flap retraction because of the temps and lack of power. Good CRM and PIC experience was our biggest asset managing the aircraft. Of course weather close to the airport was yet another factor. Make sure bump description is correct in the performance manual. Use of A321 under heavy and hot situations need to be reviewed out of ZZZ. Continue training emphasis for CRM because it made ATC and aircraft management seem minor.
Air carrier Captain reported performance deficiencies on A321 aircraft when operating in high gross weight configurations and high ambient temperatures.