AN EMB145 ON APCH AT 6000 FT DECLARED AN EMER. CREW WAS UNABLE TO EXTEND THE TRAILING EDGE FLAPS CAUSED BY A FAILED FLAP DRIVE XMISSION; AND MADE A NO FLAP LNDG.

Narrative

WHILE BEING VECTORED FOR AN ILS APCH; FLAPS WERE SET TO 9 DEGS. FLAP FAILURE MESSAGE CAME ON; FOLLOWED BY A FLAP LOW SPD MESSAGE ON EICAS. WE VERIFIED THE FLAPS WERE INOP BY THE FLAP INDICATOR REMAINING AT ZERO. I THEN ADVISED ATC WE WERE HAVING A PROB WITH OUR FLAPS AND REQUESTED TO HOLD OVER THE OM. WE THEN PERFORMED THE ZERO FLAP LNDG CHKLIST. IT REQUIRED MULTIPLYING THE UNFACTORED LNDG DISTANCE BY 1.33. I CONTACTED OUR DISPATCHER VIA RADIO AND ASKED HIM TO FIGURE OUR LNDG DISTANCE FOR ZERO FLAPS WET RWY. AFTER OBTAINING THE LNDG DISTANCE; WE DETERMINED THE RWY OF 8000 FT WAS ADEQUATE FOR LNDG. AS A PRECAUTION; WE REQUESTED TO HAVE THE CFR EQUIP STANDING BY. I MADE THE ILS TO A NO FLAP LNDG WITHOUT INCIDENT. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE RPTR STATED THE FLAP EXTEND PROB WAS CAUSED BY A FAILED FLAP DRIVE XMISSION. THE FAILED XMISSION CAUSED AN ASYMMETRICAL SHUTOFF. THE ANALYST INQUIRED IF THE RPTR HAD ANY EXPERIENCES OR WAS FAMILIAR WITH ANY ELEVATOR OR HORIZ STABILIZER TAIL VIBRATIONS OR SHUDDER AND THE RPTR STATED IN THE AFFIRMATIVE. THE RPTR SAID THAT HAND FLYING THE AIRPLANE AT HIGH SPD IN A CLBING TURN; VIBRATIONS ARE FELT BUT NOT IN THE YOKE. THE RPTR STATED THE ACR OPERATES 3 ACFT AND ALL HAVE EXPERIENCED THIS VIBRATION. THE RPTR SAID ONE ACFT HAD THE ELEVATOR REPLACED AND RERIGGED; BUT IS NOT AWARE IF IT WAS A POSITIVE FIX.