Narrative:

It was our last day of our trip; and our last turn before we as crew were all off duty. In addition; it was my first time going to [this airport]. I also found out that it was the first time for my first officer (first officer) too. On our flight down we had no issues. As soon as we landed; the station did a quick 45-minute turn. As we got our paperwork (release) I started to input everything into the FMS (flight management system). I immediately noticed that our fuel plan was at 14.2 lbs.; which seemed a bit high going back for some reason. It showed extra fuel of 3200 lbs. Meanwhile; I did not see any weather to deal with at [the return destination]. With that said; I also noticed that our ptow and mtow weights were the same; so I told my first officer that we were dealing with a weight restriction matter. So I made sure the fueler did not go over the fuel amount that was given to him and also made sure the gate agent had no more than 75 passenger and I also double checked with the ramp to make sure of our bag count. We ended up getting 85 bags and 74 passenger. We did not want to deal with taking passengers off the flight back.meanwhile; [this airport] is at a high elevation; the airport temperature was a bit high too; I believe it was around 80F and the humidity was high too. All in all; we as the crew did a great job of inputting all the performance in the FMS. The FMS gave us a: full stdg bleed clsd performance of the [runways]. Our N1 was 92.3; mrtw 79490 mtow 79490 flaps 8 gtow 79235 ZFW 65035. Also our speed were V1 148KTS; vr 148KTS; V2 155KTS and vt at 205KTS. Trim at 6.6. As a crew; we double checked all the paperwork (release) and the FMS. And we made sure everything was correct. Also we as the crew were both very comfortable with these numbers. As you know taking off from a high elevation airport has its own challenges. As a captain; I always double and triple check our performance. I was also happy that we were 300 lbs. Under the ptow. Which meant that we did not have to leave anyone or any bags behind. We closed doors and were under way toward [the runway]. Meanwhile; we had the performance [for both runways]. Just in case if the winds were to change on us at the last minutes. So we finished our checklist and started to taxi. We got to the end of the [runway] and got the clearance to take off. We started our roll and reached 80KTS and no issues were found. So we continued on the take-off roll. I believe as soon as we hit 130-135KTS speed; which was way before our V1 speed; I noticed the right side engine itt (inter turbine temperature) flashing red. It took me a quick second to notice that we had an issue on the right side engine and also notice the itt temp quickly rise up and hit way over 930C. So I immediately told my first officer to abort the takeoff; as she was the flying pilot. As soon as we hit 110KTS I took over the control and made a smooth stop. I also noticed that we had almost 1000 ft remaining of the runway. Meanwhile; my first officer did her part of the rejected take off emergency check list. I made sure she made the PA announcement to make sure everyone was seated in the back. She did a great job. I also notified the tower that we did a rejected take off. Tower came back and asked if we needed any assistance. I said; 'no'; but I did mention that we would like to return to the gate; and make sure the ramp guys don't get too close to the brakes; since they are a bit hot. Speaking of the aircraft brakes; they did not reach the red line. All were at white and the numbers were between 10-11's. No other issues were found nor were any messages seen. Meanwhile; we did not see any message about itt over temperature. The only indication was the flashing red on the right side engine and itt was has high as 940C-960C (I think). So now that we were at the gate; I notified our flight attendant of the event that had just happened; and told them that we are looking into taking all the passengers off the aircraft; since we might be sitting around for a while to have maintenance stop by; and have them check out the right engine. I also made an announcement to the passenger to inform them of the event we went through. All in all; I feel that we did a great job of handing this matter very professionally. We made sure every passenger got off the plane safe and sound; and didn't have to deal with any emergency issues. I did notice that a local fire truck stopped by; but they did not deploy any foam or water. The ATC (tower); dispatch; [maintenance] control; and management were all notified.I believe that we as a crew did a great job of handing this high speed rejected take off in the most professional way we could have. I also have to give credit to my instructors; who through the years worked very hard in training me in this matter in the sim to be ready in the real world. We here at [the company] sure do have a great training department. In addition; I would also like to mention that if we had this scenario at another of our airports; I would have made a different judgment. Knowledge of having a long [runway] helped my situational awareness; and was helpful in making a decision at a high speed take off. I believe I made the right choice in handling this matter on the ground rather than up in the air. As you know the safety of my passengers; crew and myself means the world to me.

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Original NASA ASRS Text

Title: The Captain of a Bombardier CRJ-900 reported a rejected takeoff due to high Interstage Turbine Temperature indication.

Narrative: It was our last day of our trip; and our last turn before we as crew were all off duty. In addition; it was my first time going to [this airport]. I also found out that it was the first time for my FO (First Officer) too. On our flight down we had no issues. As soon as we landed; the station did a quick 45-minute turn. As we got our paperwork (Release) I started to input everything into the FMS (Flight management System). I immediately noticed that our fuel plan was at 14.2 lbs.; which seemed a bit high going back for some reason. It showed extra fuel of 3200 lbs. Meanwhile; I did not see any weather to deal with at [the return destination]. With that said; I also noticed that our PTOW and MTOW weights were the same; so I told my FO that we were dealing with a weight restriction matter. So I made sure the fueler did not go over the fuel amount that was given to him and also made sure the gate agent had no more than 75 PAX and I also double checked with the ramp to make sure of our bag count. We ended up getting 85 bags and 74 PAX. We did not want to deal with taking passengers off the flight back.Meanwhile; [this airport] is at a high elevation; the airport temperature was a bit high too; I believe it was around 80F and the humidity was high too. All in all; we as the crew did a great job of inputting all the performance in the FMS. The FMS gave us a: FULL STDG BLEED CLSD performance of the [runways]. Our N1 was 92.3; MRTW 79490 MTOW 79490 FLAPS 8 GTOW 79235 ZFW 65035. Also our SPEED were V1 148KTS; VR 148KTS; V2 155KTS and VT at 205KTS. TRIM at 6.6. As a crew; we double checked all the paperwork (Release) and the FMS. And we made sure everything was correct. Also we as the crew were both very comfortable with these numbers. As you know taking off from a high elevation airport has its own challenges. As a captain; I always double and triple check our performance. I was also happy that we were 300 lbs. under the PTOW. Which meant that we did not have to leave anyone or any bags behind. We closed doors and were under way toward [the runway]. Meanwhile; we had the performance [for both runways]. Just in case if the winds were to change on us at the last minutes. So we finished our checklist and started to taxi. We got to the end of the [runway] and got the clearance to take off. We started our roll and reached 80KTS and no issues were found. So we continued on the take-off roll. I believe as soon as we hit 130-135KTS speed; which was way before our V1 Speed; I noticed the right side engine ITT (Inter Turbine Temperature) flashing red. It took me a quick second to notice that we had an issue on the right side engine and also notice the ITT temp quickly rise up and hit way over 930C. So I immediately told my FO to abort the takeoff; as she was the flying pilot. As soon as we hit 110KTS I took over the control and made a smooth stop. I also noticed that we had almost 1000 FT remaining of the runway. Meanwhile; my FO did her part of the rejected take off emergency check list. I made sure she made the PA announcement to make sure everyone was seated in the back. She did a great job. I also notified the tower that we did a rejected take off. Tower came back and asked if we needed any assistance. I said; 'No'; but I did mention that we would like to return to the gate; and make sure the ramp guys don't get too close to the brakes; since they are a bit hot. Speaking of the aircraft brakes; they did not reach the red line. All were at white and the numbers were between 10-11's. No other issues were found nor were any messages seen. Meanwhile; we did not see any message about ITT OVER TEMP. The only indication was the flashing red on the right side engine and ITT was has high as 940C-960C (I think). So now that we were at the gate; I notified our FA of the event that had just happened; and told them that we are looking into taking all the passengers off the aircraft; since we might be sitting around for a while to have maintenance stop by; and have them check out the right engine. I also made an announcement to the PAX to inform them of the event we went through. All in all; I feel that we did a great job of handing this matter very professionally. We made sure every passenger got off the plane safe and sound; and didn't have to deal with any emergency issues. I did notice that a local fire truck stopped by; but they did not deploy any foam or water. The ATC (Tower); dispatch; [maintenance] control; and management were all notified.I believe that we as a crew did a great job of handing this high speed rejected take off in the most professional way we could have. I also have to give credit to my instructors; who through the years worked very hard in training me in this matter in the sim to be ready in the real world. We here at [the company] sure do have a great training department. In addition; I would also like to mention that if we had this scenario at another of our airports; I would have made a different judgment. Knowledge of having a long [runway] helped my situational awareness; and was helpful in making a decision at a high speed take off. I believe I made the right choice in handling this matter on the ground rather than up in the air. As you know the safety of my passengers; crew and myself means the world to me.

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.