You ignored my point that some pilots can do a perfect V1 cut but be a nightmare CRM wise getting the plane back on the ground..
One thing to keep in mind is that's a two-way street. While your point is indeed very valid, the opposite is also true: if a guy is great at CRM, but brings little or no skill to the table, that's just as bad.
The LAST person I would want to be piloting an airliners I am in when poo hit the fan would be a Bob Hoover. I am sure he would do fine in the twin he has, but wouldn't want to see how he treats his other crew members.
Very hard to say. Only because it's very dependent on the attitude of the individual, as well as how flexible they allow themselves to be.
Example: in my operation, we have single piloted as well as crew piloted fixed and rotary wing. There are crewmembers who fly crossover of Category if dual-rated (both single pilot as well as crew ops), as well as some who only crossover within one Category. As well as there are those who only fly crew or only fly single-pilot aircraft. What's interesting is seeing the wide range of cockpit management: There are crew-heavy guys who prefer that far over anything single pilot, and there are single pilot guys who don't know what to do with a second crewmember when required to have on onboard (per our OpsSpecs, single pilot aircraft require a crew for night tactical ops). Some guys have no problem swinging back and forth from a crew aircraft to a single pilot one and back, day after day; and those guys are usually the ones who not only have the same CRM training we all are required to have (and rehack yearly at recurrent), but they also have a far more flexible attitude when it comes to having to do single pilot one day, and crew the next.
It's hard to say how someone like Hoover would be on a flight deck, until actually flying with him. He could be just as you describe, could be completely opposite, or could be somewhere in between.
With regards to 121 safety in general, it's been on a good track for some time now, and that's reflected in not only the low accident rate, but low incident rate as well. I posted a while back the FAA investigation in the late 1980s of Delta, following a string of high-profile incidents with high accident potential, as well as fatal accidents/hull losses that occurred, all of which really got the attention of the FAA. The Feds came in and found some serious problems at Delta with their training/standards and CRM, all of which were eventually corrected, and we have the fine operation they are today. So generally speaking, the system has been working, and hopefully it keeps working.