A EMB120 HAD A FLAP CTL WARNING IN CRUISE. LANDED WITH FLAPS RETRACTED.

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WHILE IN CRUISE FLT; THE 'FLAP CTL FAULT' WARNING ILLUMINATED (WITH THE ASSOCIATED CHIME AND ANNUNCIATOR INDICATION). THE CHKLIST WAS EXECUTED WITH THE ATTEMPTED RESET UNSUCCESSFUL. MAINT CTL WAS CONTACTED VIA RADIO; AND THE CREW CONCURRED THAT A CONTINUATION TO OUR SCHEDULED DEST WITH A ZERO FLAP LNDG WOULD BE LOGICAL. ON THE FIRST CONTACT WITH THE DEST APCH CTL; ATC WAS ADVISED THAT WE WOULD BE FLYING OUR APCH AND LNDG AT HIGHER THAN NORMAL SPDS. NO EMER WAS DECLARED. THE LNDG WAS EXECUTED PER STANDARD PROC UNEVENTFULLY. THE BRASILIA (EMB120) HAS A LONG AND WELL-DOCUMENTED HISTORY OF FLAP PROBS. THESE PROBS HAVE THE POTENTIAL TO CAUSE UNCONTROLLABLE ROLL INPUT. UNFORTUNATELY; MOST OF THE WARNINGS ARE FALSE; OR 'SELF-CORRECTING.' THIS CREATES SOMETHING OF A 'BOY WHO CRIED WOLF' SYNDROME AMONG MANY PLTS. THE WARNINGS LOSE CREDIBILITY AND ARE SOMETIMES IGNORED. THE MAINT SUPVR WHO TOOK THE AIRPLANE FROM US TOLD US THAT THIS PARTICULAR SHIP HAD BEEN 'HAVING PROBS.' THEY HAD JUST REPLACED THE NACELLE FLAP ACTUATOR ON THE L WING PRIOR TO OUR FLT TO TRY TO SOLVE THEM. I WAS TOLD THAT THE NEXT STEP WAS TO REPLACE THE R ACTUATOR.