Narrative:

We departed runway xxr at ZZZ1. At rotation; a 'wow input' caution message was received. We ran the QRH; called dispatch; called maintenance; and made a collective decision to continue to ZZZ2. The approach and landing in ZZZ2 were normal. At first; braking was normal; but became more difficult as the aircraft was slowed. I initially attributed this to the wet runway in ZZZ2. We cleared the runway with about 1000 ft remaining and the taxi-in was uneventful. On the postflt inspection; a flat and damaged tire was discovered on the right main inboard. About a 4 inch section of the right inboard flap was also damaged. This was the first sign of any damage known to the crew. The damage may have occurred on either takeoff or landing. However; I now assume that it occurred on takeoff because of the 'wow input' caution message. No FOD was observed on takeoff. A contributing factor is the rough condition of runway xxr in ZZZ1. This adds to the already high noise level in the cockpit at rotation. I stated to the first officer after takeoff that I may have heard a pop. The first officer doesn't recall hearing anything because of the high ambient noise. Also; the QRH focuses on the possibility of a nosewheel steering problem. Therefore; our attention was on the nose gear rather than the main gear. In addition; I certainly would have declared an emergency had I been aware of the damage. Supplemental information from acn 776315: I would submit that even if we did know the tire had failed; an immediate landing would have been undesirable as we would be landing at well over 5000 pounds above maximum landing weight with a damaged tire. Perhaps incorporating a tire pressure monitoring system may be beneficial in the future; though I don't think it would have helped much here. Callback conversation with reporter acn 776480 revealed the following information: the 'wow input' was displayed on EICAS and appears when an improper weight-on-wheels input is detected. Normally the gear and flap EICAS indications disappear after takeoff when the gear is up and locked and the flaps are retracted.

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Original NASA ASRS Text

Title: CRJ200 WARNING SYSTEM ACTIVATED ON ROTATION. A COLLECTIVE DECISION WAS MADE WITH THE COMPANY TO CONTINUE TO DEST. MAIN GEAR TIRE DAMAGE WAS DISCOVERED AFTER LNDG.

Narrative: WE DEPARTED RWY XXR AT ZZZ1. AT ROTATION; A 'WOW INPUT' CAUTION MESSAGE WAS RECEIVED. WE RAN THE QRH; CALLED DISPATCH; CALLED MAINT; AND MADE A COLLECTIVE DECISION TO CONTINUE TO ZZZ2. THE APCH AND LNDG IN ZZZ2 WERE NORMAL. AT FIRST; BRAKING WAS NORMAL; BUT BECAME MORE DIFFICULT AS THE ACFT WAS SLOWED. I INITIALLY ATTRIBUTED THIS TO THE WET RWY IN ZZZ2. WE CLRED THE RWY WITH ABOUT 1000 FT REMAINING AND THE TAXI-IN WAS UNEVENTFUL. ON THE POSTFLT INSPECTION; A FLAT AND DAMAGED TIRE WAS DISCOVERED ON THE R MAIN INBOARD. ABOUT A 4 INCH SECTION OF THE R INBOARD FLAP WAS ALSO DAMAGED. THIS WAS THE FIRST SIGN OF ANY DAMAGE KNOWN TO THE CREW. THE DAMAGE MAY HAVE OCCURRED ON EITHER TKOF OR LNDG. HOWEVER; I NOW ASSUME THAT IT OCCURRED ON TKOF BECAUSE OF THE 'WOW INPUT' CAUTION MESSAGE. NO FOD WAS OBSERVED ON TKOF. A CONTRIBUTING FACTOR IS THE ROUGH CONDITION OF RWY XXR IN ZZZ1. THIS ADDS TO THE ALREADY HIGH NOISE LEVEL IN THE COCKPIT AT ROTATION. I STATED TO THE FO AFTER TKOF THAT I MAY HAVE HEARD A POP. THE FO DOESN'T RECALL HEARING ANYTHING BECAUSE OF THE HIGH AMBIENT NOISE. ALSO; THE QRH FOCUSES ON THE POSSIBILITY OF A NOSEWHEEL STEERING PROB. THEREFORE; OUR ATTN WAS ON THE NOSE GEAR RATHER THAN THE MAIN GEAR. IN ADDITION; I CERTAINLY WOULD HAVE DECLARED AN EMER HAD I BEEN AWARE OF THE DAMAGE. SUPPLEMENTAL INFO FROM ACN 776315: I WOULD SUBMIT THAT EVEN IF WE DID KNOW THE TIRE HAD FAILED; AN IMMEDIATE LNDG WOULD HAVE BEEN UNDESIRABLE AS WE WOULD BE LNDG AT WELL OVER 5000 LBS ABOVE MAX LNDG WT WITH A DAMAGED TIRE. PERHAPS INCORPORATING A TIRE PRESSURE MONITORING SYS MAY BE BENEFICIAL IN THE FUTURE; THOUGH I DON'T THINK IT WOULD HAVE HELPED MUCH HERE. CALLBACK CONVERSATION WITH RPTR ACN 776480 REVEALED THE FOLLOWING INFO: THE 'WOW INPUT' WAS DISPLAYED ON EICAS AND APPEARS WHEN AN IMPROPER WEIGHT-ON-WHEELS INPUT IS DETECTED. NORMALLY THE GEAR AND FLAP EICAS INDICATIONS DISAPPEAR AFTER TKOF WHEN THE GEAR IS UP AND LOCKED AND THE FLAPS ARE RETRACTED.

Data retrieved from NASA's ASRS site as of May 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.