As do many airplanes, in fact Cessna-style plunger throttle controls are relatively unusual.
The knobs on airplane throttles or thrust levers are also seldom spherical; it has happened but most are cylindrical. There’s a whole section in FAR 23 that talks about how they have to be oriented in the cockpit, the shape and color of the knobs/handles etc. so pilots can tell them apart at a glance/by feel. For instance, when you first climb into a Cessna Skyhawk the position of the flap lever in front of the copilot’s left knee feels kind of strange, almost everything is conveniently placed for the pilot, but the flaps are way over there. law requires the flap control to be to the right of the cockpit centerline, the gear lever must be to the left, but a Skyhawk has fixed gear.
You often hear steam engineers say “put the throttle on the ceiling” meaning apply full power. Diesel engineers will refer to “notch 8” as the highest power setting.
Trains used levers for the throttle.
As do many airplanes, in fact Cessna-style plunger throttle controls are relatively unusual.
The knobs on airplane throttles or thrust levers are also seldom spherical; it has happened but most are cylindrical. There’s a whole section in FAR 23 that talks about how they have to be oriented in the cockpit, the shape and color of the knobs/handles etc. so pilots can tell them apart at a glance/by feel. For instance, when you first climb into a Cessna Skyhawk the position of the flap lever in front of the copilot’s left knee feels kind of strange, almost everything is conveniently placed for the pilot, but the flaps are way over there. law requires the flap control to be to the right of the cockpit centerline, the gear lever must be to the left, but a Skyhawk has fixed gear.
You often hear steam engineers say “put the throttle on the ceiling” meaning apply full power. Diesel engineers will refer to “notch 8” as the highest power setting.