Thank you, guys, for the information. I ask this from a human factors point of view.
We use many senses when flying, subtle and often without realising it. Sound is one that not many are aware of. It was ably demonstrated when on B733, on approach, you had the wipers beating back & forth like having a bag of bolts in the washing m/c. It deadened all outside noises including the engines. Turning them off was such a relief.
Another subtle sense is touch. On approach, you see the speed dribbling back (or increasing) and you 'feel' the T/L's opposing the drift, or you do it yourself with a suitable nudge. It's instinctive. You see, you feel, you hear.
Now in non-moving T/L's you remove the 'feel' and rely purely on sight = scan, then sound. I see every day, and in the sim, B738, the younger pilots and cadets with tunnel vision on the PFD. They don't even look at the ND never mind the N1% gauges. IMHO they are as important as a flight control imparting energy to the a/c. Give it the wrong amount and it ain't going to do the job. You can anticipate the speed will decay or increase. I try to encourage PM to include them in their scan to ensure PF is on the ball.
So my question; with non-moving T/L's you have to be more vigilant with the N1% and the scan is a very visual only affair. Do you find this instinctive and are you aware of any more work load? Or do you notice many pilots having blind faith in the system and not monitoring it at all?
Notice I'm not advocating one system being better than the other; I'm asking from those who've operated both if they are aware of any change in workload between the two. Or any other comments they'd like to share.