Not trying to convince you to use a choke servo, as you have your mind firmly made up. However, for the sake of others who might be interested, here is my 2 cents worth.

Choke servos add convenience and safety. Ignition kill switches add to the safety factor, but do not really add much convenience. No matter how you setup your throttle servo and linkage, failures can, have, and still will happen, and leave the pilot without the control he originally had.

If the throttle servo itself fails, the choke or ignition kill switch can turn off the engine once you've lined up on final. Much less risky than trying to fly it out of fuel, especially in tight fields. Further, depending on the throttle setting, the contents of the fuel tank, and the remaining capacity of the batteries, you may find your flight time outlasts your remaining battery capacity. I've seen this happen a few times.

The muffler can loosen up at the header, crack, or fail such that the dynamics of the engine change and the throttle linkage no longer controls the engine rpm correctly. You can easily end up with a very high idle at your lowest throttle settings. The choke servo or ignition kill switch would be able to kill the engine once you've setup on final approach. I've had this happen to me, and see it happen to others.

The firewall can separate for many reasons. Engine vibration from a split or broken prop, spinner failure, engine failure, ignition failure, etc, not to mention loose engine mounting bolts, failure of the engine mount itself, or failure of the firewall installation. Once the firewall becomes loose, the throttle linkage becomes unreliable. I've seen one case where an engine vibration loosened up the firewall in flight, and the pilot lost most control of the throttle. We was attempting to fly it around until it ran out of gas, when the vibration finally ripped the engine assembly of the airframe, and the pieces fell to earth in different directions.

Many of these things can be prevented with proper maintenance and inspection, but things still happen no matter how careful you are, or how good the equipment is. There are things you just can see in order to avoid, and are just lying in wait to get you. It's easy in hindsight to say they could be avoided, but how can one tell that a brand new is getting ready to fail? Or a hairline crack that is not visible to the naked eye is going to break under stress in the next 6 flights? Or that a brand new $200 receiver has cold solder joint that happened during manufacturing, and will fail in the first 30 flights. Or any number of other hidden failures waiting to happen? We can't, so we improvise where practical and appropriate, be it dual receivers, dual redundant batteries, choke servos or ignition kill switches, split ailerons, floating bellcranks, etc. They all serve a particular need based on the specitic pilots concerns.

The choke servo solution is very practical for many, as it also provides many conveniences, as well as a safety backup for killing the engine should the throttle linkage not be up to the task. The same can be said for the ignition kill setup. I use both in my airplanes, and have never had a failure of either. And yes, one could accidentally bump the choke or kill button and cause a dead stick. One could also accidentally bump the 3D rates on final approach with much more deadly results. Its up to the pilot to know what their switches do, and use them at the appropriate time. When flying that class of plane, I would assume the pilots are up to the task, and can use the appropriate switch at the appropriate time, and/or program in an interlock to guard against accidental activation. Even if tripped, the pilot usually has a few seconds to turn it back off before the engine will go dead stick because the prop is still turning and windmilling.

Regarding your failure, it sounds as if you lost your power connector to one receiver, leaving you with the other side to fly the airplane. Its good to see that you had no difficulty in landing your airplane, which is the whole idea behind the dual receivers setup. Many have said that it would be impossible to land an airplane in that configuration, and they are usually the ones that have never had the experience. While I can't say I've had the pleasure of doing so myself, I have seen others do so, and have heard of enough stories that were verified to convince me its a very good strategy, and I balance it with with fact that receivers rarely every fail. While you had the easy failure mode, things would be more dicey with a surface hard over, or nearly so. This is where using the left aileron-right elevator and right aileron-left elevator crossover would come in handy, and help to minimize instabilities in some cases. In cases where its not needed, it would have no adverse effect, so why not.

Unfortunately, there is no way we can ever say we will not suffer a receiver failure, throttle servo or linkage failure, loss of power because of the battery, switch, wiring or connectors, crystal failure, or just about any other flight control or electrical component. No matter how hare we try, there are always hidden gotchas. All we can do is design with certain failure modes in mind, maintain the airplane properly, and add redundancy where practical and purposeful. The rest is up to murphy, as there is no zero failure airplane