Narrative:

On takeoff; we were utilizing normal thrust due to high crosswind and requirement of the 100 hour thrust check. We performed the line up checklist and were cleared for takeoff. I stated; 'set thrust' and the first officer replied 'thrust set.' I looked at the engine indications and they were all green with N1 setting at the carat. My attention was then diverted outside controling the aircraft in the crosswind as I was the PF. The first officer then called 'high temperature left engine.' I looked at the engine indications; saw the left engine itt red; called for the abort; and performed the reject procedure. We taxied off the runway; performed the checklists; and talked to the flight attendant and passenger. The abort was discussed and we came to the conclusion that the abort was performed above 80 KTS but below V1 and the left engine reached 900 degrees C itt. Maintenance was called and informed of the high speed abort and itt indication. We taxied to the gate; offloaded the passenger; and presented the logbook with write-ups to the mechanics. The aircraft was signed off with no limitations being exceeded. We then operated to ZZZ2 and performed another normal thrust noting that the itt reached 880 degrees C. The flight operated without incident to ZZZ2. I believe the high itt could have been due to a slightly high N1 setting. In-flight the left engine itt ran about 20 degrees C higher. N2 was about 3% less; and required about 3/4 of a thrust knob more forward than the right engine to obtain matching N2. The normal thrust setting was 91.4 N1 and once again generated an itt of 880 degrees C. On the first takeoff I looked at the engine indications in a general manner to ensure they were in the green. I didn't have a lot of time to verify the N1 setting after the first officer called; 'thrust set' due to the crosswind and aircraft control. I am a safety conscious pilot and feel that we handled the situation the best we could have following fsm procedures and as we briefed.

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Original NASA ASRS Text

Title: A CRJ200 TKOF WAS REJECTED FOR 900 DEG ITT ON ONE ENG. MAINT SAID NO LIMITS WERE EXCEEDED. FLT CONTINUED NORMALLY WITH HIGHER READINGS ON THE AFFECTED ENG.

Narrative: ON TKOF; WE WERE UTILIZING NORMAL THRUST DUE TO HIGH XWIND AND REQUIREMENT OF THE 100 HR THRUST CHK. WE PERFORMED THE LINE UP CHKLIST AND WERE CLRED FOR TKOF. I STATED; 'SET THRUST' AND THE FO REPLIED 'THRUST SET.' I LOOKED AT THE ENG INDICATIONS AND THEY WERE ALL GREEN WITH N1 SETTING AT THE CARAT. MY ATTN WAS THEN DIVERTED OUTSIDE CTLING THE ACFT IN THE XWIND AS I WAS THE PF. THE FO THEN CALLED 'HIGH TEMP L ENG.' I LOOKED AT THE ENG INDICATIONS; SAW THE L ENG ITT RED; CALLED FOR THE ABORT; AND PERFORMED THE REJECT PROC. WE TAXIED OFF THE RWY; PERFORMED THE CHKLISTS; AND TALKED TO THE FLT ATTENDANT AND PAX. THE ABORT WAS DISCUSSED AND WE CAME TO THE CONCLUSION THAT THE ABORT WAS PERFORMED ABOVE 80 KTS BUT BELOW V1 AND THE L ENG REACHED 900 DEGS C ITT. MAINT WAS CALLED AND INFORMED OF THE HIGH SPD ABORT AND ITT INDICATION. WE TAXIED TO THE GATE; OFFLOADED THE PAX; AND PRESENTED THE LOGBOOK WITH WRITE-UPS TO THE MECHS. THE ACFT WAS SIGNED OFF WITH NO LIMITATIONS BEING EXCEEDED. WE THEN OPERATED TO ZZZ2 AND PERFORMED ANOTHER NORMAL THRUST NOTING THAT THE ITT REACHED 880 DEGS C. THE FLT OPERATED WITHOUT INCIDENT TO ZZZ2. I BELIEVE THE HIGH ITT COULD HAVE BEEN DUE TO A SLIGHTLY HIGH N1 SETTING. INFLT THE L ENG ITT RAN ABOUT 20 DEGS C HIGHER. N2 WAS ABOUT 3% LESS; AND REQUIRED ABOUT 3/4 OF A THRUST KNOB MORE FORWARD THAN THE R ENG TO OBTAIN MATCHING N2. THE NORMAL THRUST SETTING WAS 91.4 N1 AND ONCE AGAIN GENERATED AN ITT OF 880 DEGS C. ON THE FIRST TKOF I LOOKED AT THE ENG INDICATIONS IN A GENERAL MANNER TO ENSURE THEY WERE IN THE GREEN. I DIDN'T HAVE A LOT OF TIME TO VERIFY THE N1 SETTING AFTER THE FO CALLED; 'THRUST SET' DUE TO THE XWIND AND ACFT CTL. I AM A SAFETY CONSCIOUS PLT AND FEEL THAT WE HANDLED THE SITUATION THE BEST WE COULD HAVE FOLLOWING FSM PROCS AND AS WE BRIEFED.

Data retrieved from NASA's ASRS site as of January 2009 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.