Operational redundancy
The world of commercial aviation is built on operational redundancy: two pilots, two donks (or more), multi-redundant nav, pressurization, everything essential to safety.
Except:
Takeoff planning includes a choice of thrust settings (fixed derate, FLEX, full rated...) predicated on runway, ambient, and TOGW variables. Everythings fine if the raw data are correct and the sums are worked properly and the brakes aren't dragging and you don't have a flat...
My lunchbunch colleague B-52 driver told me they always used (in the 50s-60s) an acceleration check - a time limit from 70 to 120kt I believe. If the time limit is reached before 120 is seen, it's a reject.
There are smarter ways to do this in 2005, but the principle is the same. It would provide a measure of operational redundancy where now there is none.