Narrative:

Just as the aircraft rotated; it yawed to the left and my first officer (first officer) announced 'engine failure'. I checked the engine gauges and saw the itt (interstage turbine temperature) gauge was just a red circle. The number one engine had shut down. My first officer [advised ATC]; and ATC told us to turn to a heading of 180. We cleaned up the airplane and continued our climb to 3000 feet. We were just to the point we were going to run the engine failure QRH when the engine restarted via wind milling. The engine started and went to the requested thrust setting; but then rolled back to idle shortly thereafter. With the engine stabilized and the itt at a normal temperature; we saw no reason to shut it down. We began to check the EICAS (engine indicating and crew alerting system) messages. We had several; and they seemed to be interspersed with messages that would be expected plus other messages that seemed to be [spurious]. They would appear; then disappear before we could hardly read them; then others would appear.I will admit to not being able to remember the messages; but I formed an opinion that we were in danger of losing flight controls. It seemed more important to get the aircraft on the ground as soon as possible than to circle for an extended period of time to try to run the appropriate QRH procedures for several EICAS messages. At this point; the aircraft was flying fine; and we opted to accept an immediate visual approach. The weather conditions were severe clear; with winds favoring the runway. We called the runway in sight; and were cleared for the visual approach; which was uneventful. After clearing the runway; we stopped on the taxiway to talk to ops for our gate assignment; and I made an announcement to the passengers explaining what had happened. We had advised the fas (flight attendants) and they had informed the passengers we were returning to the airport; but I had not made any announcements. We taxied in and parked and deplaned the aircraft. Upon speaking with maintenance; we checked and found that the itt exceedance was 1310 degrees for 5 seconds.

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Original NASA ASRS Text

Title: EMB-170 flight crew reported Number 1 engine failed shortly after takeoff; then restarted on its own from windmilling. Crew decided to return to departure airport for maintenance.

Narrative: Just as the aircraft rotated; it yawed to the left and my FO (First Officer) announced 'Engine Failure'. I checked the engine gauges and saw the ITT (Interstage Turbine Temperature) gauge was just a red circle. The number one engine had shut down. My FO [advised ATC]; and ATC told us to turn to a heading of 180. We cleaned up the airplane and continued our climb to 3000 feet. We were just to the point we were going to run the Engine Failure QRH when the engine restarted via wind milling. The engine started and went to the requested thrust setting; but then rolled back to idle shortly thereafter. With the engine stabilized and the ITT at a normal temperature; we saw no reason to shut it down. We began to check the EICAS (Engine Indicating and Crew Alerting System) messages. We had several; and they seemed to be interspersed with messages that would be expected plus other messages that seemed to be [spurious]. They would appear; then disappear before we could hardly read them; then others would appear.I will admit to not being able to remember the messages; but I formed an opinion that we were in danger of losing flight controls. It seemed more important to get the aircraft on the ground ASAP than to circle for an extended period of time to try to run the appropriate QRH procedures for several EICAS messages. At this point; the aircraft was flying fine; and we opted to accept an immediate visual approach. The weather conditions were severe clear; with winds favoring the runway. We called the runway in sight; and were cleared for the visual approach; which was uneventful. After clearing the runway; we stopped on the taxiway to talk to Ops for our gate assignment; and I made an announcement to the passengers explaining what had happened. We had advised the FAs (flight attendants) and they had informed the passengers we were returning to the airport; but I had not made any announcements. We taxied in and parked and deplaned the aircraft. Upon speaking with Maintenance; we checked and found that the ITT exceedance was 1310 degrees for 5 seconds.

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.