Narrative:

We were on the visual approach; tower had cleared us to land. The autopilot was off and we were about 2;300 feet rolling out onto the final approach course with flaps 9 extended. At this time we received the master warning with ptrim backup inoperative and ptrim main inoperative messages displayed on the EICAS. I pressed and held the autopilot disconnect button and instructed the PNF to ask for a heading and 3;000 feet because we had an issue to deal with. We maintained our flaps 9 configuration. We were handed back to approach where we were given headings and eventually 3;000 feet. During this time; I commanded the PNF to get out the QRH to run the ptrim main/backup inoperative checklist. This is a longer checklist so ATC kept us in a box pattern in the area as we executed the checklist. After running the checklist; I concluded we would be without our main and backup pitch trim. We attempted to contact dispatch and maintenance control; but were unable to initiate contact as we were at 3;000 feet and were on a frequency boundary. We elected to land on [the] longer [runway.] I made the decision to declare an emergency on the side of caution. I had previously called the flight attendant to inform her of our status. At this point I called her again to update her on our status and inform her that we were declaring an emergency. I told her that we would be on the ground in 5-10 minutes; there would be fire trucks along the runway as a precaution; to expect a normal landing; and no brace instructions would be given. I then made an announcement informing the passengers that we would be landing in the next 5-10 minutes and told them that we had an abnormal message on our display. I told them that there would be fire trucks on the ground only as a precaution but to expect a normal and uneventful landing. We set up for about an 8 mile final approach and I landed uneventfully and taxied to the gate. I called dispatch to inform them of what had transpired and was transferred to maintenance control where I informed them of the write up and what had happened. A short while later contract maintenance arrived at the aircraft.

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Original NASA ASRS Text

Title: EMB-145 flight crew reported EICAS annunciated PTRIM BACKUP INOP and PTRIM MAIN INOP on visual approach. They broke off the approach; ran the procedure; declared an emergency; and landed safely.

Narrative: We were on the visual approach; Tower had cleared us to land. The autopilot was off and we were about 2;300 feet rolling out onto the final approach course with Flaps 9 extended. At this time we received the master warning with PTRIM BACKUP INOP and PTRIM MAIN INOP messages displayed on the EICAS. I pressed and held the autopilot disconnect button and instructed the PNF to ask for a heading and 3;000 feet because we had an issue to deal with. We maintained our flaps 9 configuration. We were handed back to Approach where we were given headings and eventually 3;000 feet. During this time; I commanded the PNF to get out the QRH to run the PTRIM MAIN/BACKUP INOP checklist. This is a longer checklist so ATC kept us in a box pattern in the area as we executed the checklist. After running the checklist; I concluded we would be without our main and backup pitch trim. We attempted to contact Dispatch and Maintenance Control; but were unable to initiate contact as we were at 3;000 feet and were on a frequency boundary. We elected to land on [the] longer [runway.] I made the decision to declare an emergency on the side of caution. I had previously called the Flight Attendant to inform her of our status. At this point I called her again to update her on our status and inform her that we were declaring an emergency. I told her that we would be on the ground in 5-10 minutes; there would be fire trucks along the runway as a precaution; to expect a normal landing; and no brace instructions would be given. I then made an announcement informing the passengers that we would be landing in the next 5-10 minutes and told them that we had an abnormal message on our display. I told them that there would be fire trucks on the ground only as a precaution but to expect a normal and uneventful landing. We set up for about an 8 mile final approach and I landed uneventfully and taxied to the gate. I called Dispatch to inform them of what had transpired and was transferred to Maintenance Control where I informed them of the write up and what had happened. A short while later Contract Maintenance arrived at the aircraft.

Data retrieved from NASA's ASRS site as of July 2013 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.