reply to stilton: Moving lever pros and cons
FYI: SAE (Society of Automotive Engineers) Paper 912225 "British Airways A320 Pilots Autothrust Survey" (by Steve Last and Martin Alder) addressed this back in 1991.
BA was considering several new types for a fleet replacement programme and would have been a launch customer for the chosen one from A330/340, MD11 and Boeing 777. Given the somewhat heated moving/non-moving thrust lever controversy at the time, there was a question as to whether conventional "moving levers" should be a "Master Change" requirement with Airbus or "Fixed levers" with MD and Boeing. BA also happened to have ended up as A320 launch customer via its acquisition of British Caledonian after BCAL had ordered the A320 but before delivery. However none of BA 's top management pilots had experience of the A320.
As BA's A320 crews came from types with a variety of autothrottle systems it was decided to analyse their reactions to the various aspects. The author was at the time current on A320 and B757, the two most "advanced avionics" types on the market at the time. The conclusion was that "the A320 design provides advantages with respect to engagement and selection of rated power settings, and that (lever) movement provides better disengagement and information on system function". Personally I would still adhere to that view that both systems have their pros and cons.
BA's Flight Operations perspective was then that ideally, future systems should provide movement between the idle and climb power positions whilst retaining the A320 thrust setting and engagement "detents" technique.
Subsequently BA became launch customer for the B777. No master change requirement to the thrust lever system was called for: it was considered that neither system was perfect but both were more than adequate.