Narrative:

Pushed off the gate; everything was routine. The weather was gusty; high density altitude; and warm. Out of an abundance of caution; we submitted no flex takeoff numbers and it came back with to 1 ecs off; no flex; flaps 1. Taxied out and held for flow. Taxiing to the runway we started engine number 2; and before taking the runway; the 2 minute warm up had completed. We got our takeoff clearance. The ca (captain) was flying; and he called 'set thrust' and I confirmed 'thrust set'. Shortly after I called '80 knots; thrust normal'; he responded with 'checks'. I would estimate around 100 knots I looked up at the runway and glanced back inside and my eye caught a flicker on the EICAS. I focused closer at it and realized the #2 engine itt (interstage turbine temperature) was all red and flickering on and off. Human factors played into it a little bit as I realized this is for real. But no more than a split second went by before I called 'abort!' and pointed at the EICAS. I believe I repeated it again when it got the captain's attention. He looked at the EICAS and confirmed my concern with the red itt and said 'abort! I have the airplane' and pulled the throttles idle and hit the brakes; executing a textbook aborted takeoff. We exited runway and received the engine exceedance caution EICAS message along with a brk overtemp caution message. I pulled up the status page to find the right hand brake temps (both) up at the top near 450 degrees and climbing. They went higher than that; but I do not believe they ever turned red. [Maintenance]; chief pilot; and [operations] were notified and the flight was delayed several hours until an inspection would be performed. By the time we took off the weather significantly changed to cooler temperatures; and no gusts. The flight was uneventful; however the #2 brake overheated again during landing. As we briefed; we were to only abort for engine failures; fires or loss of directional control. When the itt flickered red; I quickly ran those through my head and decided there was not enough time to safely and completely determine what exactly was going on with the engine. I called abort because I read that as if the #2 engine was starting or going to fail; or potentially was the beginning of an engine fire. In that split second decision I decided to call the abort rather than risk losing an engine or having an engine fire in high density altitude; gusting winds in mountainous terrain attempting to re-land back at an already challenging airport. In the end; I think we made the correct call in the best interest of safety.

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Original NASA ASRS Text

Title: ERJ-175 First Officer and Flight Attendant reported a rejected takeoff due to high temperature on #2 engine.

Narrative: Pushed off the gate; everything was routine. The weather was gusty; high density altitude; and warm. Out of an abundance of caution; we submitted NO FLEX takeoff numbers and it came back with TO 1 ECS OFF; No Flex; Flaps 1. Taxied out and held for flow. Taxiing to the runway we started engine number 2; and before taking the runway; the 2 minute warm up had completed. We got our takeoff clearance. The CA (Captain) was flying; and he called 'Set Thrust' and I confirmed 'Thrust Set'. Shortly after I called '80 Knots; Thrust Normal'; he responded with 'checks'. I would estimate around 100 knots I looked up at the runway and glanced back inside and my eye caught a flicker on the EICAS. I focused closer at it and realized the #2 Engine ITT (Interstage Turbine Temperature) was all red and flickering on and off. Human Factors played into it a little bit as I realized this is for real. But no more than a split second went by before I called 'Abort!' and pointed at the EICAS. I believe I repeated it again when it got the Captain's attention. He looked at the EICAS and confirmed my concern with the red ITT and said 'Abort! I have the airplane' and pulled the throttles idle and hit the brakes; executing a textbook aborted takeoff. We exited runway and received the ENG EXCEEDANCE caution EICAS message along with a BRK OVERTEMP caution message. I pulled up the status page to find the right hand brake temps (both) up at the top near 450 degrees and climbing. They went higher than that; but I do not believe they ever turned red. [Maintenance]; Chief Pilot; and [Operations] were notified and the flight was delayed several hours until an inspection would be performed. By the time we took off the weather significantly changed to cooler temperatures; and no gusts. The flight was uneventful; however the #2 brake overheated again during landing. As we briefed; we were to only abort for Engine Failures; Fires or loss of directional control. When the ITT flickered red; I quickly ran those through my head and decided there was not enough time to safely and completely determine what exactly was going on with the engine. I called abort because I read that as if the #2 engine was starting or going to fail; or potentially was the beginning of an engine fire. In that split second decision I decided to call the abort rather than risk losing an engine or having an engine fire in high density altitude; gusting winds in mountainous terrain attempting to re-land back at an already challenging airport. In the end; I think we made the correct call in the best interest of safety.

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.