On the Overhead panel right above you, turn the batteries on.

• TURN the BATT 1 switch to AUTO

• TURN the BATT 2 switch to AUTO

Wait for the screens to turn on and PRESS the flashing WARN and CAUT buttons to acknowledge the warnings.

Notice that with batteries ON and avionics still OFF, only the EICAS,radios (RMUs), and backup displays will load.

Drama Queen Alert

During the power-up, the airplane essentially thinks it's dying and will display many caution messages, triggering the caution light. This is normal. The messages should all be cleared automatically once you are done with the startup.

So just keep calm and keep smashing that CAUT button. I recommend assigning the Clear master caution command to a key or button on your keyboard or hardware, since you'll be pressing it a lot.

On the overhead panel TURN AVIONICS MASTER 2 ON. Wait for the MFD1 to load and then click on SYS > ELEC. Verify that battery voltage is more than 19V and GPU voltage is between 26 - 29V before connecting the GPU. If all is fine, go to the next step. If it is not fine, you might need to call maintenance! (Reload the aircraft in X-Plane)

Note: Learn more about real world procedures in the Expanded Checklist & Procedures Guide in the aircraft folder.

On the overhead panel PRESS the GPU AVAIL button to draw power from the Ground Power Unit.

Now that we have the GPU providing power to the aircraft, we can turn on the remaining screens, knowing they won’t drain our batteries.

On the overhead panel TURN AVIONICS MASTER 1 ON.

Next you'll turn the fuel pumps ON.

• TURN the FUEL PUMP 1 switch to ON

• TURN the FUEL PUMP 2 switch to ON

Pro Tip: For the next two steps, pop out the EICAS (the screen in the center) by clicking in the center of the display so you can monitor APU status while operating the overhead panel.

Before starting the APU, you need to test the fire warning systems.

Press and hold the FIRE DET TEST pushbutton for approximately 3 seconds

Look out for "3-4-5" lights:

• 3 lights on the overhead

• 4 blinking lights on the dashboard (2 caution + 2 warning, 1 set on each side)

• 5 messages on the EICAS

1. Set the APU MASTER switch to ON first and observe the EICAS.

2. Wait until the APU indicator stops flashing and becomes steady. Only once the indication is stable may the APU be started.

3. Turn the APU control switch to START, hold it briefly, then release. Observe the EICAS and confirm APU N1 % is increasing during the start sequence.

4. Once the APU generator is at 100% and supplying power, switch off the GPU generator on the overhead panel. You can now also disconnect the GPU from the airplane from the EFB Ground Services tab.

5. Turn the SHED BUS switch to OVRD.
   
   SHED BUS powers non-essential items like cabin lighting, taxi lights, or a coffeemaker. The electrical system disconnects the shed bus if fewer than 3 generators are active, which occurs during startup.

   It's usually overridden for passenger convenience to keep the cabin powered. For realism, turn it to OVRD before disconnecting the GPU, but don’t worry, leaving it in AUTO won't cause the plane to fall from the sky.

• Emergency Lights ARM

• NAV Lights ON

• Logo Lights ON (At night)

• Seatbelt Sign ON

• No Smoking sings ON

• Throttles are at IDLE

• All doors CLOSED

The engines will not start if you do not do this.

To start the engines, the pneumatic panel must be configured to "3 WHITE TO THE RIGHT".

In other words, three white stripes at the bottom and the XBLEED switch turned to the right.

• PRESS the PACK 1 button ON

• PRESS the PACK 2 button ON

• SET the XBLEED switch to OPEN

• PRESS the APU BLEED button ON

• LEAVE BLEED 1 OFF

• LEAVE BLEED 2 OFF

Quick shortcut, not realistic:

• Press the T/O button on the thrust rating panel to set it instantly.

1. Open the MFD pop up and go to the T/O system page.
   All takeoff data is set using the SET knob and STORE button on the overhead panel above the starters.

2. Press STORE to begin.

3. Select the thrust rating with the SET knob. Your options are TO-1 for max available power setting and ALT T/O-1 for a more derated power setting. Leave it at TO-1. Press STORE.

4. Set the outside air temperature using the SET knob. Use the real OAT, not a derate temperature. Press STORE.

5. If engine anti ice will be used for takeoff, set REF A/I ON. Otherwise leave it OFF. Press STORE to finish.

The takeoff data shows yellow until engines start. After engine start it turns blue, and T/O-1 appears on top of the EICAS. If the TO data is missing, you will have a ENG NO TO DATA warning on the EICAS. CHECK A1 PERF message means the data is accepted, but you are not configured for takeoff yet. Ensure the flaps and trim are set for takeoff.

Typical use: Just press STORE four times and leave the defaults.

At this point, the engines can be started. The engines are started by turning the Start-Stop Selector to RUN, pausing briefly, and then rotating it to START. The starter switches are in the bottom middle part of the overhead panel, with plastic guards.

• TURN the STARTER 2 switch to RUN and WAIT for one second for the FADEC to initialize.

• TURN the STARTER 2 switch to START, HOLD for one second, release.

• Check EICAS for increasing N2 on engine 2 and confirm positive fuel flow.

• Engine start is complete once N1 stabilizes around 22~25.

Good job! Now let's start Engine 1.

• TURN the STARTER 1 switch to RUN and WAIT for one second for the FADEC to initialize.

• TURN the STARTER 1 switch to START, HOLD for one second, release.

• Check EICAS for increasing N2 on engine 1 and confirm positive fuel flow.

• Engine start is complete once N1 stabilizes around 22~25.

Go to the Takeoff perf tab. This page is used to calculate Takeoff Performance data and it allows you to send the data directly to the PFD.

• Airport: LIME

• T/O Weight: 40,707 lb
  This is with the E145. If you are flying any other plane, find your takeoff weight on the Weight & Balance loadsheet

• Runway: 28

• Thrust: TO-1

• Condition: DRY

• Flaps: 9
  99% of the time, you will use flaps 9 for takeoff.  Use flaps 22 for a super short runway, or if there is an obstacle right in front of the runway.

Enter the weather parameters based on your weather conditions. You can open the X-Plane Weather Configurator and review the wind on the ground, temperature, and Altimeter Setting (QNH). In my case it was my case, the wind was 7 knots at 357°, so we’ll enter it in the degrees/speed format as 357/7

• Wind: 357/7

• Temp: 18°C

• QNH: 29.90 inHg
  You can enter HPA or IN values for QNH, and the tablet will use the correct units based on your format

You will now be presented with the Takeoff V-Speeds.

Press the Send to PFD on the top right of the EFB.Verify speeds appear on the bottom of the PFD speed tape.

On the bottom of the MFD, press RTN

1. Go to MFD → SPDS

2. Press the buttons under each speed to cycle through these modes:

   • No box = hidden

   • Small white box = editable. Use the SET knob on the MFD to enter each one of your V-Speeds.

   • Large white box = shown on speed tape

Click the CDU screen in the cockpit to open the pop-up MCDU.

If you see NAV DATA OUT OF DATE in the scratchpad, press the CLR key to clear the scratchpad.

There are left and right select keys (LSK and RSK) on the side of the FMS. These are used to select options on the screen.

Press the line select key next to FLT PLAN or press the FPL button. 

Note: If you started from cold and dark, you will first be taken to the POSITION INIT page. Press the RSK2 key to load the position at LIME.

Then continue to FLT PLAN

You are now on the Flight Plan page, where airports and routing are entered. If you completed the POSITION INIT, the ORIGIN will already show LIME. If not, you should enter it manually.

1. In the scratchpad type: LIME. Press the line select key next to ORIGIN

2. In the scratchpad type: LOWW. Press the line select key next to DEST

1. On the FPL page, press the line select key next to DEPARTURE

2. Select Runway: RWY 28

3. Select SID: LEGL1V (Press NEXT to find it on the second page)

4. Select SID Transition: OSKIF

5. Select REVIEW if you want to see the SID waypoints.

6. Press ACTIVATE to load the departure.

7. You return to the FPL page with the SID inserted.

Scroll down the FPL page to the first empty VIA.TO line.

AIRWAY SEGMENT

In the scratchpad type: M985.MALUG. Press the line select key next to VIA.TO

All waypoints along airway M985 up to MALUG are inserted automatically.

ADD A WAYPOINT

In the scratchpad type: VP011. Insert it on the next VIA.TO line.

Since there are multiple VP011 waypoints worldwide, select the first one in Austria.

_________________

Please note that the VP011 is not an IFR waypoint, meaning it wouldn’t be used for a real-world route, however, we are only loading it so that we can demonstrate how to select a waypoint with multiple occurrences of the same ID, and we will also use it to demonstrate how to delete a waypoint later.

The Honeywell style system requires closing the flight plan before arrival or performance data entry.

1. Press the line select key next to DEST to copy LOWW to the scratchpad.

2. Insert it on the next VIA.TO line.

The route is now closed.

1. Press NAV >ARRIVAL

   If you can’t access the ARRIVAL page, you did not close your flight plan in the previous step.

2. Runway: Select RWY 34

3. Approach: Select ILS RWY 34

4. Transition: Select BAL4N

5. STAR: Select ABTA2W

6. Review if desired, then press ACTIVATE.

You will see that after VP011 waypoint, there is a:

>> DISCONTINUITY <<

Press DEL. Then press the line select key next to the waypoint above the discontinuity that says “THEN”.

This will delete the discontinuity and the route is now continuous.

_____________
Discontinuities explained

Discontinuities occur when the ROUTE section ends at a waypoint different from the first waypoint of the arrival procedure. A discontinuity is also visible on the map as a gap between two waypoints.

In our case, the route ends with VP011, and the ARRIVAL (STAR) begins with ABTAN, so the FMS doesn’t know how to connect these two waypoints.

If you entered ABTAN as another route waypoint after VP011, there would be no discontinuity, because the route would end with the same waypoint (ABTAN) as the arrival's first waypoint so the FMS could connect these two together.

Congrats! You have now entered the whole flight plan. You’re doing great so far!

Next, you’ll want to check the flight plan on the map to ensure you have a continuous route and that all waypoints are loaded correctly. 

Switch to the PLAN mode of the map by clicking under PLAN on the bottom MFD options.

There are two ways to cycle through the flight plan:

• Quick & Easy
  Use the hidden click spots on the MFD. In pop-up view, hover over the North arrow on the plan. Scroll with the mouse wheel to move through the flight plan

• Realistic
  Press MFD > JSTK and then keep pressing SKP to “skip” to the next waypoint

The last step is to enter your cruise altitude and current gross weight, so that the FMS can calculate the Top of Descent.

1. Press the PERF button > PERF INIT

2. On pages 1, 2 and 3 leave all parameters on default.

3. On page 4, enter “310” or “31000” as your cruise latitude and insert it under INIT CRZ ALT

4. On page 5, click on LSK2 next to the empty FUEL field. This will populate the scratchpad with the current fuel read on the gauge. Then insert it back into the same FUEL field.

5. Press RSK4 to CONFIRM INIT

   ⚠You are then taken to the PERF DATA page which was originally deisgned to be used for calculating vspeeds. However these performance calculations in the real FMS were not certified and are not used in real life.
   
   Real pilots use performance tools, most ofthen on an EFB. You should use the EFB as well, as it provides much more accurate data due to the additional parameters you can adjust.

6. Press the FPL button to go to your ACTIVE FLT PLAN page.

1. Download the flight plan file in the X-Plane 11/12 (including SIDs and STARS) format

2. Save it in X-Plane/Output/FMS Plans.

3. Start X-Plane, load the aircraft

4. In the FMS, go to the first ACTIVE FLT PLAN page > LOAD FPL (LSK2), located just below ORIGIN.

5. Select your route, then ACTIVATE

All overhead PUSH-BUTTONS should be fully dark (normal state in flight).

1. Windshield Anti-Ice protection ON (dark)

2. Bleeds ON (dark)

3. APU Bleed OFF (dark)

All overhead SWITCHES should be in the 12 o’clock position, except for the APU.

1. Press the APU STOP button to shut down the APU
   The APU will spool down. Do not turn the APU switch to OFF yet.

2. Hydraulic pumps ON

3. XFEED to AUTO

4. Once the APU RPM reaches 5% or less, the APU switch can be set to OFF.

5. SHED BUS switch to AUTO
   Since we now have 4 working generators, meaning the shed bus logic no longer needs to be overridden.

Before you take off, you must set the autopilot settings. You'll do this on the glareshield panel.

• Press TOGA on the throttles. This will activate the Takeoff/Go Around autopilot modes.

• Set your altitude to 10,000ft using the ALT knob on the glareshield panel. We will level off at 10,000ft before exiting the SID for demonstration purposes.

• Set the autopilot source to FMS so the autopilot follows the route.
  The autopilot source is selected on the Display Control Panel (DCP) directly above the MFD, where there are three buttons next to each other: ET | NAV | FMS

Set flaps to 9 using the flap lever on the pedestal.

99% of the time, you will use flaps 9 for takeoff.  You would use flaps 22 for a super short runway, or if there is an obstacle right in front of the runway.

The gust lock is a safety feature that prevents elevator movement when the aircraft is on the ground. You can see the yellow gust lock bar in front of the throttles.

AUTOMATIC OPERATION:

Turn Automatic Gust Lock ON in the EFB > Settings

• To Unlock: CLICK the GUST LOCK lever and wait 10 seconds for the unlocking process to finish.

• To Lock: You must be stationary on the ground. Simply CLICK the Gust Lock lever again and wait for the GUST LOCK light to extinguish and the control columns move to the fully forward position.

The gust lock is a safety feature that prevents elevator movement when the aircraft is on the ground. You can see the yellow gust lock bar in front of the throttles.

MANUAL UNLOCKING:

Turn Automatic Gust Lock OFF in the EFB > Settings

1. CLICK and PUSH the gust lock lever forward to the intermediate position

2. WAIT for 10 seconds. When ready, the GUST LOCK light on the glareshield starts flashing

3. PULL the yoke fully back towards you

4. CLICK and PUSH the gust lock fully forward to the FREE position

MANUAL LOCKING:

1. PULL the yoke fully back towards you

2. CLICK and PULL the gust lock lever all the way back to the LOCKED

3. PUSH the yoke fully forward

Taxi to RUNWAY 28 and align in the center for takeoff

You can also set the autopilot settings directly on the PFD pop-up.

• Click on the PFD to open the pop-up view.

• You can then change the autopilot source by pressing the ILS1 or ILS2 green annunciator directly below the speed tape.

• You can set the altitude by hovering over the altitude dial on the top right of the PFD and scrolling with your mouse wheel.

Most values on the PFD can be changed exactly in the same way. Just hover over them and scroll with your mouse wheel.

• 240kts until 10000ft

• 270kts until 18000ft

If you are using the FLC autopilot mode, these speeds will be set automatically.

Mach: The airplane will automatically switch between KTS and MACH.

• M.56 to M.76 to Cruise for the E135, E140 and E145.

• The E145XR and Legacy 650 can cruise up to 0.78

• Start the descent on IDLE at around 0.74M/270. Ensure you do not overspeed. As you descent lower, you might have to start applying a bit of power to mainain your speed.

• At 14,000ft, start slowing down, and aim to be at 250kts by 10,000ft. 

• 10,000ft ➝ Start slowing down to reach 8,000 ft at 240 kts

• 4000 ft ➝ Slow down to 210 kts

• 10nm to touchdown ➝ Flaps 9‍, then slow down to ‍170 kts

• 8nm ➝ Gear down, flaps 22 ➝ maintain 160 kts

• 5nm ➝ Slow down to Vapp, then flaps 45 (Vapp calculated with the EFB)

• 50ft above touchdown ➝ Vref‍, then start retarding the throttles and aim to be idle thrust at touchdown.

• T/O-1 for max available takeoff thrust

• ALT T/O-1 for a derated takeoff thrust

• CON for the maximum continuous (emergency procedures only)

• CLB for climb thrust

• CRZ for cruise and descent

Most of the time, you will use T/O-1 for takeoff, then CLB for climb and CRZ for cruise.

1. Use the TAKEOFF DATA panel on the overhead to enter your Takeoff Data as explained earlier in Power Up & Startup > Set Takeoff Data for departure.

2. Set the throttles into the THRUST SET notch, not further!

3. After takeoff, use TRS buttons to select:

   • CLB after takeoff

   • CRZ after reaching the cruise altitude

4. Thrust mode is shown on top of the EICAS

Pushing past the THRUST SET notch gives max thrust and automatically selects TO-1 and you will not be able to select any other TRS mode.

If you are using hardware throttles you should set your throttle axis detents like this:

1. REVERSE - 0.0

2. IDLE - 0.25

3. THRUST SET - 0.75

4. MAX - 1.0

We created a custom command that can be assigned to your hardware or keyboard, allowing you to press a single button to cycle through the next TRS setting.

Go to the Flight Configuration menu > Joystick or Keyboard, search for the "Cycle TRS Setting command".

This is much easier as you simply always press that same button and you don’t have to keep changing your view down to the pedestal to find the individual buttons.

This is the default vertical mode. It is engaged if another mode is disengaged. When in PIT mode, you can use the PITCH wheel on the pedestal to adjust your pitch.

Press the VS button, then use the SPD/VS knob on the glareshield panel to set your vertical speed. When VS is active, you cannot adjust your speed bug.

SPD is the same as FLCH in other aircraft – flight level change – where the AP will use pitch to maintain your selected airspeed during a climb or descent.

To make things more confusing, you press the SPD button, but the indication on the PFD will be IAS 🙃.

1. Make sure that you see magenta needles on the HSI on the bottom of the PFD.

   If you do not, you forgot to set your AP source to FMS. Press the FMS button above the MFD.
   
   

2. ROLL and TO on top of the PFD.
   If you do not, press the red To/GA button on the throttles again to activate the takeoff autopilot modes.

Press the TO CONFIG CHECK button under the right FMS. You should hear “TAKEOFF OK”. If you don’t, ensure you have:

• Flaps 9

• Trim 8° and in the green tape

• Brakes released

On the EICAS, you will see the throttle command indicator match the thrust rating notch. Do not push past the detent, as this will always command TO-1 thrust and override any thrust rating setting that you will want to change later.

When you reach VR speed, smoothly rotate at about 3 deg/sec towards the flight director. The aircraft should unstick at about 10 degrees and begin to climb.

With a positive rate, retract the gear. Hand fly following the fly director pitch.

This is the button in the center of the glareshield, between HDG and AP. Not the NAV button that is on the Display Control Panel.

Common confusion: There are two buttons with the “NAV” label on the glareshield panel. Don’t confuse them.

• The one on the Display Control Panel (DCP), right above the MFD, is used to set NAV1 or NAV2 as your autopilot source visible on the PFD. Each pilot has their own DCP.

• The one on the Mode Control Panel (MCP) between the HDG and AP buttons is used to engage LNAV or localizer.

You can engage the AP any time between 400ft AGL, up to 10,000ft. But the general SOP says autopilot should be turned on at Acceleration Altitude, which is 1000ft AGL. The AP must always be engaged, above 10,000ft.

• Press the SPD button to engage the speed mode and set the speed to 200kts using the SPD knob or PFD Pop-up.
  
  The airplane will pitch down to accelerate. Real pilots change the speed slowly to prevent excessive pitch change.

• Press the CLB button on the THRUST RATING panel behind the throttles.

• Set Flaps 0

• Once the gear and flaps are retracted, set speed to 230 kts

• You can generally accelerate to either 240kts. However, our SID has a speed restriction of 230kts up until the LEGLO waypoint, so we will set 230 as our target speed.

🌬🕯

Pressing STD will change to the standard pressure setting of 29.92inHg and it will switch the altitude indications on the PFD to the FL format.

In the US, the transition altitude is always 18000ft. In Europe, the transition altitude varies and can be as low as 3,000 ft (910 m).

• For demonstration purposes, let’s say ATC told us to level off at 10,000ft before leaving the SID. Since we have set 10000ft as our altitude setting, the airplane will continue climbing and then level off.

• You do not need to change your TRS mode to CRZ in a level-off during climb. Just keep CLB as your TRS mode and only change to CRZ once you reach your cruise altitude.

There are two types of buttons with the “NAV” label on the glareshield panel which can often cause confusion.

• The one on the Display Control Panel (DCP), right above the MFD, is used to set NAV1 or NAV2 as your autopilot source visible on the PFD. Each pilot has their own DCP.

• The one on the Mode Control Panel (MCP), between the HDG and AP buttons, is used to engage LNAV or localizer.

A vectored takeoff is when an aircraft departs without following a predefined route, instead receiving heading and altitude instructions from air traffic control to integrate into the traffic flow

Pre-Takeoff:

• Press TOGA: Engage the TOGA button as usual before takeoff.
  

During Takeoff:

• Vertical Mode: After takeoff, the aircraft will enter PIT mode.

• Lateral Mode: At 400ft, engage HDG mode and follow ATC instructions.

Let’s learn how to delete a waypoint. Go to the FPL page. 

1. Press FPL to go to the FLT PLAN page

2. Scroll until you see the waypoint VP011

3. Press the DEL button. You will see DELETE in the scratchpad

4. Press the line select key next to VP011

The waypoint is removed from the flight plan. No separate EXEC or ACTIVATE step is required. The change takes effect immediately.

Adding a waypoint works the same way as normal route entry.

1. Press FPL
   

2. Scroll until you find MALUG
   

3. Type EVAXI into the scratchpad

4. Press the line select key directly after MALUG. If MALUG is the last waypoint on the page, press the NEXT button to go to the next page and enter it on top.

The waypoint is inserted into the route.

To skip the next waypoint and fly to any of the following waypoints, you can do a DIRECT to:

1. Press the DIR button

2. Scroll until you see the waypoint you want to direct to. In our case, it will be ABTAN

3. Press the line select key next to ABTAN

ABTAN now becomes the active next waypoint in the flight plan.

If there are no altitude constraints, the FMS creates an idle descent path based on the descent profile defined for the aircraft.

If there are altitude constraints, the FMS first uses an idle path from cruise altitude to the first constraint. After that, it creates a geometric path between constraints, meaning a straight-line descent path with a constant vertical path angle.

So in practice, the descent path is not simply “use this one fixed VS all the way down.” The required VS will change depending on groundspeed, constraints, and the computed vertical path.

That is why I would not recommend constantly chasing the path with VS. It can become quite difficult to manage, especially if the aircraft is slightly high or low, or if the groundspeed changes.

The most practical technique is:

1. Start the descent at TOD

2. Use FLCH with idle thrust for the main descent

3. Monitor the vertical deviation on the PFD

4. Use VS only for smaller corrections when needed

5. Use speedbrakes if you are getting high

6. Step down manually for altitude restrictions where required

Just keep in mind that FLCH follows speed, not the FMS vertical path directly, so it will usually get you close, but it is still up to the pilot to monitor the path and correct as needed.

The VS @ TOD value on the PROGRESS 2 page should be treated as a reference, not as a guaranteed “follow this exact VS and you will stay perfectly on path” command. A fixed vertical speed will rarely match the computed FMS path for the whole descent, because the required descent rate changes as speed, wind, and constraints change.

So the short answer is: use the FMS vertical path as guidance, but fly it actively. FLCH idle is usually the best starting point for the main descent, then VS and speedbrakes are useful tools for fine-tuning.

1. Descend on idle at around 270/0.74M. Ensure you do not overspeed.

2. Monitor the descent path pointer and adjust your vertical speed to keep the pointer centered.

3. At 14,000ft, start slowing down, and aim to be at 250kts by 10,000ft. Add thrust if needed to maintain your speed.

4. After passing WW410, lower your altitude setting to 8,000 ft (next altitude restriction)

5. After passing BALAD, lower your altitude setting to 3,000 ft, as this is the altitude of the Final Fix for the approach.

Press the PERF button on the FMS, then > PERF DATA page 2/4. Here you will find your distance to the destination, ETA, fuel remaining, and gross weight.

The gross weight is in thousands, so if the GROSS WT parameter says 36.2, your landing weight will be 36,200 lb.

Go to the Landing perf tab on the EFB. You will calculate the Landing Performance data the same way you did for Takeoff. Fill out the input fields like this:

• Airport: LOWW

• Landing Weight: As explained above

• Runway: 34

• Flaps: 22

• Condition: DRY

• Icing: NO

• Wind: (Check your weather) 

• Temp: (Check your weather) 

• QNH: (Check your weather) 

• Press COMPUTE

• Press Send to PFD in the top right corner

On approach, you should generally disengage the AP based on the approach minimums. This can be found on the charts.

On our demo flight, that is 200ft AGL, when you hear the “Minimums” aural message.

If you don’t have access to the charts or if you are not familiar with reading these charts, use these guidelines:

• For precision approaches (ILS landings)

  You can disengage the AP at the approach minimums (200ft AGL), to get a better feeling for the aircraft before you land, but you can leave AP on all the way down to 50ft if you want.

• For non-precision approaches (so if you are not using ILS, but you are using VS instead) you should disengage the AP at the (Decision Height - DH) which can be 500ft AGL.

Most of the time, real operators use flaps 45 for landing.

Flaps 45 produce a lot of drag, so a target thrust setting around 65% N1 is needed on approach. It is easy to end up behind the power curve, so avoid large power reductions.

In the flare, fly the plane down to the runway with power still on, reducing power slowly at about 10-15 feet while arresting the descent with pitch.  An early power reduction can easily lead to a hard landing! 

The nose will want to fall much faster than it did with flaps 22, and it can take much more back pressure to lower the nose softly. The flight attendant will thank you (or yell at you) for the quality of the nose-wheel landing, as they sit right above the gear.

Full flaps limit you to 145 knots. In gusty winds, sudden speed jumps can push you over that and make control harder. Therefore, flaps 22 for landing is recommended in gusty conditions, when the wind is bumpy and changing speed a lot near the ground.

Simple rule:
If the wind speed keeps jumping up and down by about 15 knots or more, and you have plenty of runway, use Flaps 22.

Landing Technique:

With flaps 22, the drag is minimized and therefore less thrust is needed. A target thrust setting is about 55% N1 (based on the E145). Avoid large power changes, try to keep power changes limited to 5% N1. 

In the flare, the reduced drag means power is not needed to round out. Begin walking the power out to cross the threshold at Vref, and aim to begin reducing to idle around 30 feet. The aircraft is already in almost a landing attitude, resist the temptation to pull the nose up significantly. Fly the aircraft to the runway and let it land, cushioning the nose with moderate back pressure during de-rotation.

The ERJ can fly RNAV arrivals and approaches, but it only provides lateral guidance through the autopilot and flight director. Since there is no coupled VNAV, the aircraft will not automatically follow a vertical path.

The FMS displays a Vertical Path Indicator (VPI), which shows the planned descent path, but this is advisory only. Pilots must use Vertical Speed mode and manage the descent manually, making sure not to descend below published step-down altitudes.

Because there is no certified vertical guidance, RNAV approaches in the ERJ should be flown to LNAV (MDA) minimums, not LPV or other precision style minimums. Treat it like a non precision approach. The autopilot is typically disconnected earlier than on an ILS, and the final descent below MDA is flown visually.

An LPV approach is a GPS based approach that provides both lateral and vertical guidance similar to an ILS, using satellite augmentation systems like WAAS or EGNOS.

In the real ERJ this type of approach is not certified, but in X-Plane the FMS can display and capture a glide path when WAAS or EGNOS coverage is available, which is shown on the approach chart.