Date: 201502
Local time of day: 0601-1200
Location: IAH.Airport, TX
Light: Daylight
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B IAH
ATC / advisory: Tower IAH
Aircraft component: Flap Control (Trailing & Leading Edge)
Component problem: Improperly Operated
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Human-Machine Interface; Communication Breakdown
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Became Reoriented; General Maintenance Action
Contributing factors: Human Factors
Primary problem: Human Factors

Narrative: On takeoff out of IAH Rwy 27; ATC gave us a turn at 1500 FT to the north. I saw the pilot not flying (PNF) move his hand towards the flap handle. And the after TKOF checklist was completed. On descent for the approach I called for flaps 9 and the PNF went to move the flap handle and realized that it was already set at flaps 9; he asked if I had moved the handle and my response was no. That was when we realized we just flew the flight at flaps 9. Our speed in the climb and cruise never went above 280 KIAS. When we landed; I called Maintenance control and told them what had happened and entered in the logbook. They called our local Maintenance and they came up to the plane at the gate and  inspected it and signed the aircraft off. Unusual TKOF in IAH RWY 27 with a turn to the north at a specified height at 1500 FT which we were climbing through which interrupted the flow. Need to verify the flaps at 0; even when interrupted by ATC. Be better at verifying the checklist has been completed with what is exactly on the checklist.


Second narrative: On approach; the Captain (CA) called for 'Flaps 9.' I placed my hand on the lever and noticed it already said 9 on the EICAS. I asked if he had moved it; he replied 'No.' That's when it dawned on us that we flew the entire flight at flaps 9. Reflecting on the flight; everything was normal leading up to the takeoff. On the initial climb; I made the Flap Retraction Altitude call. The CA called for 'FLC; Flaps 0; set climb; after takeoff check.' As I placed my hand on the flap lever Tower said 'out of one thousand five hundred; turn right heading 350. Say altitude.' I was caught off guard by the call as we had already passed 1;500. I double checked the altitude and responded with '1600.' I assume at this moment I moved my left hand off the flap lever and turned the heading bug. I continued with the rest of the after takeoff flow and accomplished the checklist; reading aloud 'Flaps indicating 0.' I remember doing this but do not remember if the EICAS indicated 9 or 0. We were restricted to 270 KIAS in the climb; and Smart CI recommended approximately 270 for cruise. I believe the max speed we encountered on the descent was 280 KIAS. After landing we called MX; who inspected the flaps and signed the aircraft off.-somewhat unusual departure from Rwy 27; with a turn to the north-unanticipated clearance to turn after 1500; which interrupted the after takeoff flow-complacency with the after takeoff checklist item 'Flaps indicating 0'-Failure to retract flaps-Failure to trap the error with the checklistI have increased vigilance on all checklist items; specifically 'Flaps indicating 0' on the after takeoff check. The company has already made this a focus area with the only verbal call on the silent after takeoff check.


Synopsis: EMB-145 flight crew discovers during approach that the flaps were never fully retracted during the prior departure due to and ATC distraction during the departure.