The Pratt GTF not withstanding, engine failure has been a less than one in 100,000 hour occurrence for some time - and during takeoff even less. Since the typical pilot flies ~1,000 hours/year, it's unlikely to occur during any individual pilots career. The problem is that if it does happen, you only get one chance to do it right or you, your aircraft, and everyone on board becomes headline news (and not in a good way).
Flying an Airbus without envelope protection may be extremely rare, but if it happens and the pilot doesn't know how to deal with it, it's going to be very, very bad day for all involved.
Unless it can be shown to be a "10-9 event" (for certification purposes, that means it statistically won't happen during the service life of the aircraft type), the pilots better know how to deal with it.
More to the subject at hand, I'm still struggling with the idea that a properly trained, professional pilot could become "incapacitated" by an unexpected warning. Given that warnings are seldom "expected", a pilot that becomes "incapacitated" by an unexpected warning has no business sitting in the row zero seats.