Narrative:

On takeoff roll on runway 34R out of slc at approximately 140 KTS first officer brought to my attention that the #1 engine itt went red inverse video indicating that the max itt had been exceeded. Per my recall of the QRH in training I slightly pulled back the #1 thrust lever so that the itt returned to the normal operating range. I released pressure and the auto throttles advanced back in to the itt exceed range. Not wanting to have a high speed abort I chose to continue. After rotation I pulled #1 thrust lever so that the itt returned to the normal operating range again and turned the auto throttle off as described in the QRH. At about 400 feet I reengaged the auto throttle and the itt returned to the normal operating range. The FMS indicated unable next altitude for the crossing restriction ratto at 8400 feet I am unsure of what altitude we crossed ratto with everything else going on but the message went away shortly thereafter. We continued on the NSIGN3 RNAV departure and referenced the QRH after acceleration altitude. Seeing no more anomalies other than the #1 itt running about 40 degrees hotter than the other engine; we decided to continue. The flight continued without incident.upon landing we received an engine exceedence caution message. I wrote it up in the maintenance log and contacted dispatch and maintenance control. Upon the post-flight walk around we noticed that the engine had a burnt rubber smell to it and a large black mark on the bottom interior of the engine cowling. There was also large marks on 3 of the fan blades. Upon further inspection the back of the turbine section of the engine had black lines radiating outward possibly indicating melted rubber.more frequent runway FOD inspection at slc

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Original NASA ASRS Text

Title: EMB-175 flight crew reported experiencing high ITT on number one engine on takeoff from SLC that may have been due to rubber FOD on the runway.

Narrative: On takeoff roll on runway 34R out of SLC at approximately 140 KTS FO brought to my attention that the #1 engine ITT went red inverse video indicating that the max ITT had been exceeded. Per my recall of the QRH in training I slightly pulled back the #1 thrust lever so that the ITT returned to the normal operating range. I released pressure and the Auto Throttles advanced back in to the ITT Exceed range. Not wanting to have a high speed abort I chose to continue. After rotation I pulled #1 thrust lever so that the ITT returned to the normal operating range again and turned the auto throttle off as described in the QRH. At about 400 feet I reengaged the Auto Throttle and the ITT returned to the normal operating range. The FMS indicated UNABLE NEXT ALT for the crossing restriction RATTO at 8400 feet I am unsure of what altitude we crossed RATTO with everything else going on but the message went away shortly thereafter. We continued on the NSIGN3 RNAV departure and referenced the QRH after acceleration altitude. Seeing no more anomalies other than the #1 ITT running about 40 degrees hotter than the other engine; we decided to continue. The flight continued without incident.Upon landing we received an ENGINE EXCEEDENCE caution message. I wrote it up in the Maintenance log and contacted Dispatch and Maintenance Control. Upon the post-flight walk around we noticed that the engine had a burnt rubber smell to it and a large black mark on the bottom interior of the engine cowling. There was also large marks on 3 of the fan blades. Upon further inspection the back of the turbine section of the engine had black lines radiating outward possibly indicating melted rubber.More frequent Runway FOD inspection at SLC

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.