Interesting. Do they have the buttons to change the modes (CLB, CRZ, CON
...) like the 145 does? Or is it just detents? I've never really looked at the inside of a 750 and the couple times I did I didn't know enough about what I was looking at to remember.
All depends on the installation I guess. Most TPE
-331 installations like the MU
-2 and Jetstreams have two levers, yet the King Air 100 has three for each engine.
I'd imagine it all has to do with different manufacturer's philosophies on the setup. The 170 has a similar setup to the 145 in how the thrust settings can be commanded. In most cases it's automated (like most stuff on the 170)but can be commanded by us, via the MCDU instead of buttons on the pedestal. Another interesting change is that when the settings change in the 145 the "curve" at which power is applied according to thrust lever angle changes whereas in the 170 it basically rolls the max N1 back on the autothrottles. If you push the levers forward they'll still go beyond this and the rate of power doesn't change according to mode. However, the basic logic and modes are still the same despite the CF-34s