Narrative:

Aircraft had MEL concerning flap channel B fail. We briefed contingencies concerning slow flap operation; reviewed MEL and QRH procedures. I was pilot not flying. At 3;000 ft MSL; we were cleared the visual to runway 23 and handed off to tower. We began descent down to 2;500 ft and checked in with tower; we were cleared to land [runway] 23. First officer commanded flaps 9. After actuation the flap control; EICAS indicated 'flap fail' caution. The flap position indicator showed 0 and was still normal white color. I told tower we had an issue to work through and requested handoff back to departure for delay vectors. We were cleared back up to 3;000 ft and handed off to departure frequency. I then began the QRH procedure for no flap landing. Required landing distance was determined to be available on runway 23. We discussed other relative nearby options. We had 2;300 pounds fuel on board. A major airport was within range; but arriving with just under 1;800 pounds planned and cruising for 45 minutes. We decided best to land at [our destination airport]. We briefed irregularities and threats. I then declared emergency and informed approach of our flap failure condition. We provided souls on board and fuel remaining information. I briefed the flight attendant that we had an irregular situation and had called the trucks; but that we felt there were no severe threats. We arranged a signal in case we needed passengers to brace. We then flew the approach and landing as planned. We touched down and rolled out without any further irregularities.threats were system failure; irregular operations. I feel there were no errors nor undesired aircraft states.the only area I feel I could have done differently would have been to divert to a maintenance base. But I'm still confident I chose the safest choice. Benefits: passengers got where they intended; aircraft in position for next flight. Drawbacks: no maintenance. May need to fly in or drive in maintenance personnel.

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Original NASA ASRS Text

Title: An EMB-145 EICAS alerted FLAPS FAIL during the initial flap extension with Flap Channel B MELed; so an emergency was declared and with fuel considerations; an uneventful landing followed at the filed destination.

Narrative: Aircraft had MEL concerning Flap Channel B Fail. We briefed contingencies concerning slow flap operation; reviewed MEL and QRH procedures. I was pilot not flying. At 3;000 FT MSL; we were cleared the visual to Runway 23 and handed off to Tower. We began descent down to 2;500 FT and checked in with Tower; we were cleared to land [Runway] 23. First Officer commanded flaps 9. After actuation the flap control; EICAS indicated 'FLAP FAIL' caution. The flap position indicator showed 0 and was still normal white color. I told Tower we had an issue to work through and requested handoff back to Departure for delay vectors. We were cleared back up to 3;000 FT and handed off to Departure frequency. I then began the QRH procedure for No Flap Landing. Required landing distance was determined to be available on Runway 23. We discussed other relative nearby options. We had 2;300 LBS fuel on board. A major airport was within range; but arriving with just under 1;800 LBS planned and cruising for 45 minutes. We decided best to land at [our destination airport]. We briefed irregularities and threats. I then declared emergency and informed approach of our flap failure condition. We provided souls on board and fuel remaining information. I briefed the Flight Attendant that we had an irregular situation and had called the trucks; but that we felt there were no severe threats. We arranged a signal in case we needed passengers to brace. We then flew the approach and landing as planned. We touched down and rolled out without any further irregularities.Threats were system failure; irregular operations. I feel there were no errors nor undesired aircraft states.The only area I feel I could have done differently would have been to divert to a maintenance base. But I'm still confident I chose the safest choice. Benefits: passengers got where they intended; aircraft in position for next flight. Drawbacks: no maintenance. May need to fly in or drive in maintenance personnel.

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.