Yeah for something RTF it doesn't sound like it.

Well as to the choke, some engines started easily enough for the owner that they didn't bother with a choke. Other guys had enough room to reach in and slip the choke on, then they flip the engine a few times, reach inside and release the choke, and then flip the prop to start the engine. Some engines you flip on the choke, flip the prop until the engine sputters and tries to run, then flip the choke off, and flip the prop and the engine fires on up. So it sort of depends on your engine setup and the engine being used. I actually don't have the choke hooked up to use remotely on any of my engines or planes at the moment. Plus two engines have no choke at all on the carbs too.

One doesn't neccessarily have to have a remote cut off for the ignition, unless they are at fly ins or contests, but it is a nice thing to install. You never know if you'll need it or not, and it is handy to kill the engine with too. I have seen guys have a throttle failure of some sort and wind up trying to fly around with the engine at a fast idle, too fast to land and too slow to fly, which usually results in a crash at the end. So killing the engine is handy to have. Some systems, especially the magneto equipped engines use a On/Off switch that is toggled by a servo.

Most electronic ignition systems, that aren't currently made, are usually rated to work on a 4 cell nicad or NMH battery back with 6.0 volts being the actual maximum voltage. So using a voltage regulator with a lipo or LiFe battery pack is a required item. Using a iBec like from Tech Aero works well if one wants to use one battery for both the radio and the ignition system. But using separate batteries for the radio and ignition is still the common method to use though and maybe wise in some cases depending on how sensitive the radio control system is.

Usually one has the ignition components separated from the radio control components, but if you are using 2.4ghz that separation distance can be fairly short if that much. So it depends.

Now as to servos, etc. I don't know, it sort of depends on their brand and quality. I normally use the more expensive brand name servos in a big expensive plane instead of the no name brand cheap stuff. But with a big plane it is easy to damage a servo just taking the plane to and from the flying field when you accidentally bump a control surface or something.

Now for servocableextensions, I either tie off all the connector connections or tape them up using masking tape so the plugs don't come loose easily. For wing and fuselage cables, I take some string attach a weight to one end and feed it through the hole and then with the wing upright, jiggle it down until I can grab it at the other end and pull it through. I then attach the servo cable to the string and pull it through. So it isn't as bad as it sounds if it has to be done, it isn't difficult. On your plane you want to chekc all of those connections closely. Worst though is if the plane has had some time on it, is that the servos may need replacing as the feedback pots and motors get worn out after a while. Very very few people use the servos with brushless motors in them or magnetic non contact feedback pots or optical feedback for that matter.