FLT CREW OF E145 ARE UNABLE TO RETRACT FLAPS BEYOND THE 9 DEG POS AFTER TKOF. AFTER EVALUATION OF ALL FACTORS; PROCEEDED TO DEST AND LANDED AT SPDS APPROPRIATE FOR PHASE OF FLT.

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AT ACCELERATION HT; FLAPS WOULD NOT RETRACT FROM 9 DEGS TO 0 DEGS. CREW COMPLIED WITH FLAPS 9 DEGS SPD LIMITATION OF LESS THAN OR EQUAL TO 250 KIAS. CAPT CONTACTED DISPATCH AND MAINT CTL TO JOINTLY DETERMINE IF IT WOULD BE SAFE AND LEGAL TO CONTINUE TO DEST OF PIT. WE HAD A LOT OF FUEL; CLR WX; AND EXPERIENCED NO FLAP ASYMMETRY (BOTH FLAPS WERE VERIFIED AT 9 DEGS) AND ACFT FLEW AND HANDLED NORMALLY FOR FLAPS 9 DEGS. DISPATCH CALCULATED A CONSERVATIVE FUEL BURN FROM RDU TO PIT; LNDG DISTANCE WAS DETERMINED AND VERIFIED BY CAPT; AND MAINT WAS NOTIFIED OF OUR SIT OF EXPECTED ARR AT PIT. WE LANDED NORMALLY USING RWY 28R (10502 FT RWY AVAILABLE). WE FLEW TO PIT AT APPROX 235 KIAS (LIMITATION OF 250 KIAS) AND COMPLIED WITH QRH CHKLIST. CREW FAILED TO REMEMBER THE ACFT HAS A FLAPS 9 DEG LIMITATION OF LESS THAN OR EQUAL TO FL200. WE FLEW TO PIT AT FL280 FOR A CERTAIN PORTION OF THE ENRTE LEG. THIS ERROR WAS UNINTENTIONAL (I FORGOT ABOUT THIS LIMITATION) AND I WAS NEVER REMINDED OF THIS LIMITATION BY DISPATCH; MAINT; OR THE QRH. ALSO; IT WAS NOT UNTIL A PHONE CONVERSATION WITH DISPATCH AFTER LNDG IN PIT; THAT I WAS INFORMED THAT OUR CONSERVATIVE FUEL BURN CALCULATION WAS BASED ON GEAR DOWN SINCE THERE WAS NO SPECIFIC FUEL BURN FOR FLAPS 9 DEGS. WE LANDED IN PIT WITH CONSIDERABLE AMOUNT OF FUEL AND THE SUCCESSFUL OUTCOME OF THE FLT WAS NEVER IN QUESTION.