A300 FLT CREW IS ISSUED WT AND BAL FIGURES THAT ARE INCORRECT FOR THE FLT.

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BOTH THE ACARS AND PAPER PRINTED WT AND BAL REPORTS GENERATED DATA WHICH WAS OVER OUR MAX ZERO FUEL WT. WE WERE IN RANGE MODE WITH A ZFW OF 286.6 AND THEN WERE GIVEN DATA WITH A ZFW OF 290.5. IF WE WERE IN PAYLOAD MODE THIS WOULD HAVE BEEN OK; BUT NOT IN RANGE. EVIDENTLY THE WT AND BAL PROGRAM DOES NOT INCLUDE THIS PARAMETER AS A LIMIT. UNFORTUNATELY WE DID NOT NOTICE THE DISCREPANCY UNTIL NEAR TOP OF CLB. I WAS LOOKING AT THE FLT PLAN AND NOTICED THAT THE MAX TAKEOFF WT BASED ON LNDG AT SDF WAS 329.3. I KNEW THAT WE HAD DEPARTED ON A 340;000 LB SPEED CARD AND THAT THE ESTIMATED TAKEOFF WT WAS AROUND 332;000. I ALERTED THE CAPT AND WE REVIEWED THE PAPERWORK. IT WAS AT THIS TIME THAT WE REALIZED THAT WE HAD LEFT THE RAMP WITH AN ESTIMATED TAKEOFF WT THAT COULD CAUSE US TO EXCEED OUR LNDG WT AT DEST. WE QUICKLY DETERMINED THAT WE WOULD LAND UNDER MAX LNDG WT OF 308;600 LBS DUE TO AN EXTENDED 40 MIN TAXI AND HIGHER HEADWINDS THAN FORECASTED. WE LANDED AT 306;200 LBS. AT THIS TIME WE ALSO NOTED THAT WE HAD DEPARTED WITH A ZFW ABOVE MAX FOR RANGE MODE AND WONDERED WHY THE COMPUTER HAD EVEN PRINTED THE WT AND BAL RECORD WHEN A LIMITED PARAMETER HAD BEEN EXCEEDED. THERE WAS NO FUEL IN THE CTR TANK AT DEP AND IF THE DISCREPANCY HAD BEEN NOTED THEN; WE COULD HAVE SWITCHED TO RANGE MODE AND BEEN WITHIN THE LIMITATIONS. RECOMMENDATIONS: 1) PLACE MAX ALLOW GTOW AND PLANNED TOW BESIDES EACH OTHER ON THE WT AND BAL FORM FOR EASIER COMPARISON. 2) PUT LIMITATIONS INTO WT AND BAL PROGRAM SO IT WILL NOT PRINT A FORM WITH LIMITS OUT OF BOUNDS.