It was only a question, but please don't slam my credentials because I spelled "brakes" "breaks". That is just because I don't go over every single word I type when typing very fast on a simple question. Obviously, it's not going to mark "breaks" as a misspelling so i don't notice it.
I don't want to get into a throwing match here; I leave that to other, more interested people.
But, I will point out that when you state you have certain qualifications and then ask a question with a very basic spelling mistake, it doesn't come off as being all that professional; hence the responses.
Yes, this is an internet forum. But the name of the forum has "Professional Pilot" in it. If you want to be treated as such, then you must rise above and realize that the only three things we professionals have to judge each others qualifications on are content, quality, and spelling. Screw any one of those three up, and you don't come off as professional, but as an amateur.
Alright, onto why I actually wanted to respond:
"Too hot" is not the same as a lowered MEL to the APM pub max.
The airline is not going to publish that an MEL was the cause of the turnaround where that MEL stated temperature was affected. The general public doesn't understand the basics of an MEL and it only comes off sounding like the airline is flying defective aircraft. It is far better to state it was "Too Hot" because that is a simple and easily understood concept, if indeed that was the issue.
Other aircraft, on similar legs, from the same carrier made it in fine, and within limitations. They also departed on schedule without issue.
That is key, because this turnaround must have been for some reason other than being outside of the envelope for safety reasons. Not company regs regarding temp and type.
But you don't know that. Perhaps all the other aircraft of the same type had different serial numbers which permitted a certain level of performance while this one had a serial number which required certain restrictions. That happens all the time.
Not performance related, but consider the Dash-8 300. A -301 has landing gear which sits further forward than the -311 or later. You can strike the tail of a -301 at near 7 or 8 degrees nose up. It requires around 13 or 14 degrees in the -311. From the outside looking in, it is a very minor change that most people cannot even identify - indeed, the AFM only describes it on the profile view page and, from memory, its a very slight change to the nose to main gear length. You'd miss it if it were not shown to you. All the approach speeds, performance numbers and SOPs are identical. However, a nose high landing in the -301 will cause a tail strike. That same nose high attitude in the -311 won't. Yet the difference comes down to when the airplane left the factory floor.
Same thing can happen with performance. Different engines, different systems, any minor change has an impact on aircraft performance.