Simple basics need to be applied . Ignore the rubbish spouted about Boeing V Airbus in previous posts ref chocks , both manufacturers procedures specify chocks for high power runs . The difference is you leave a gap on Boeings as you have full parking brake pressure and if the aircraft moves it will slide into the chocks and enable them to grip properly . Because all the Airbus widebodies use a lower park brake pressure you have specialist large chocks which are used differently. And basically commercial pressure is the biggest problem as you need a heavy a/c with ballast or fuel which makes the job much easier as the aircraft doesnt bounce around and you can read the gauges !! The basics of high power runs as i was taught and insist on when running is the guy in the left seat has his hands on throttles any time power above idle. Man in right seat is experienced and when at high power keeps lookout for a/c moving and feet ready on pedals. If you're on a type with complex figure recording to be done then you need someone on the jumpseat to assist with that. This incident had diferent people from diferent companies , how comprehensive a brief was given before?