Narrative:

The first officer was the pilot flying for this leg; I (captain) was pilot monitoring. The flight had been normal and we had briefed and been cleared for a visual approach to runway xx at ZZZ. The first officer had called for flaps 9 at around 230 knots on downwind; and I set them to 9 at that time. Established on final; and approaching the glide slope; the first officer called for 'gear down; flaps 22' at approximately 194 knots. The approach controller had called out three military helicopters as traffic to look out for and to contact tower. As I selected gear down and flaps 22; I inadvertently selected flaps 45 and did not realize the error. The first officer did not mention anything amiss; and was unaware of my error at that time. At glide slope intercept at around 143 knots; the first officer called 'flaps 45; landing check'. It was at that time I realized that I had already selected flaps 45. I verbally made the first officer aware of the error; and he acknowledged. The aircraft was stable; fully configured; and cleared to land. With no abnormal flying qualities; we continued the approach for a normal landing. At the gate; we debriefed the event and I made [maintenance control] aware of the issue; and also made an [logbook discrepancy] entry. The error made by me was a result of a couple different issues. I am relatively new to the emb-145; with only a month on line. I did not visually verify my flap selection as I should have to mitigate this potential error. I was a little distracted with the helicopter traffic and contacting tower around the same time. Clearly; an aircraft limitation was exceeded during this event. It did not affect the approach itself; but could have resulted in damage to the aircraft; so [maintenance control] was notified upon block-in. In the future; I will be visually verifying and verbalizing every; and all; flap selection I make. I subconsciously went based on 'feel' this time ; and must have gone past the flaps 18 slot (which I realized is mechanically blocked on other aircraft); going into the flaps 22 slot and finally; 45. I feel this was an unfortunate error that due to a few factors I did not trap. Although I think training was adequate and effective; this particular difference between crj and erj could be a threat to transitioning crews as the design is substantially unalike.

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Original NASA ASRS Text

Title: EMB145 Captain reported exceeding flap speed on approach; citing his unfamiliarity with aircraft as contributing.

Narrative: The First Officer was the Pilot Flying for this leg; I (Captain) was Pilot Monitoring. The flight had been normal and we had briefed and been cleared for a visual approach to Runway XX at ZZZ. The First Officer had called for flaps 9 at around 230 knots on downwind; and I set them to 9 at that time. Established on final; and approaching the glide slope; the First Officer called for 'gear down; flaps 22' at approximately 194 knots. The Approach Controller had called out three military helicopters as traffic to look out for and to contact Tower. As I selected gear down and flaps 22; I inadvertently selected flaps 45 and did not realize the error. The First Officer did not mention anything amiss; and was unaware of my error at that time. At glide slope intercept at around 143 knots; the First Officer called 'flaps 45; landing check'. It was at that time I realized that I had already selected flaps 45. I verbally made the First Officer aware of the error; and he acknowledged. The aircraft was stable; fully configured; and cleared to land. With no abnormal flying qualities; we continued the approach for a normal landing. At the gate; we debriefed the event and I made [Maintenance Control] aware of the issue; and also made an [Logbook Discrepancy] entry. The error made by me was a result of a couple different issues. I am relatively new to the EMB-145; with only a month on line. I did not visually verify my flap selection as I should have to mitigate this potential error. I was a little distracted with the helicopter traffic and contacting tower around the same time. Clearly; an aircraft limitation was exceeded during this event. It did not affect the approach itself; but could have resulted in damage to the aircraft; so [Maintenance Control] was notified upon block-in. In the future; I will be visually verifying and verbalizing every; and all; flap selection I make. I subconsciously went based on 'feel' this time ; and must have gone past the flaps 18 slot (which I realized is mechanically blocked on other aircraft); going into the flaps 22 slot and finally; 45. I feel this was an unfortunate error that due to a few factors I did not trap. Although I think training was adequate and effective; this particular difference between CRJ and ERJ could be a threat to transitioning crews as the design is substantially unalike.

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.