Narrative:

During our arrival into houston; we heard a flap speed aural warning. Our flaps were set to 2 and our speed was approximately 220 kts for about 5 seconds. First officer immediately disconnected the autopilot and pitched up; while I returned the flaps to 1. On the arrival; we were assigned a speed of 210 kts and told to maintain 8;000 feet. Subsequently; we were given 7;000 feet and then reduce to 190 kts as we approached the runway 8R localizer. At 8;000 feet; the first officer reduced our speed to 190 kts and called for flaps 2. After the intercept; at about 20 nm we were cleared for the runway 8R approach. We were following a larger aircraft and hit a little wake turbulence; I was a little distracted by it. The first officer changed the altitude to 2;000 feet and the speed accelerated past 215 kts. At the gate; we wrote up the flap overspeed in the aml with maintenance. We debriefed the event and agreed that; in that situation; 'green' flch would have prevented the overspeed. For me; personally; I should have been well aware that we were above the glidepath and would accelerate in path. I should not have selected flaps 2 before the descent.for my first officer; we reviewed the protections that green flch offers us in the descent. For me; I should have been much more proactive and aware. There is really never a need to fly so close to the aircraft limitation. We could have used flaps 1 at 190. In the future; I will be much more cognizant of my position above or below the glidepath when being vectored for the approach.

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Original NASA ASRS Text

Title: EMB-175 flight crew reported that distraction following a wake turbulence encounter resulted in a flap overspeed.

Narrative: During our arrival into Houston; we heard a flap speed aural warning. Our flaps were set to 2 and our speed was approximately 220 kts for about 5 seconds. First Officer immediately disconnected the autopilot and pitched up; while I returned the flaps to 1. On the arrival; we were assigned a speed of 210 kts and told to maintain 8;000 feet. Subsequently; we were given 7;000 feet and THEN reduce to 190 kts as we approached the Runway 8R localizer. At 8;000 feet; the First Officer reduced our speed to 190 kts and called for flaps 2. After the intercept; at about 20 nm we were cleared for the Runway 8R approach. We were following a larger aircraft and hit a little wake turbulence; I was a little distracted by it. The First Officer changed the altitude to 2;000 feet and the speed accelerated past 215 kts. At the gate; we wrote up the flap overspeed in the AML with Maintenance. We debriefed the event and agreed that; in that situation; 'green' FLCH would have prevented the overspeed. For me; personally; I should have been well aware that we were above the glidepath and would accelerate in PATH. I should not have selected flaps 2 before the descent.For my First Officer; we reviewed the protections that green FLCH offers us in the descent. For me; I should have been much more proactive and aware. There is really never a need to fly so close to the aircraft limitation. We could have used flaps 1 at 190. In the future; I will be much more cognizant of my position above or below the glidepath when being vectored for the approach.

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.