Oil mods for my 408?

Sorry - this might be a little wordy...
Brian - yes - by my opinion foolish and irresponsible and I was certain I'd hear about it from pros. I welcome your response and I said - I have the utmost respect for your work but our opinons have differed on other things befoer and i'm sure will again. I've fixed enough pro work to not worry about opinions that differ and I don't mind taking it on the chin for mine.
To address your points -
"how do you pushrod oil TD or Jesel rockers if needed or desired". I personally don't need to or have ever had any desire to. If I did have a need for such equipment due to expected power level and use - the block would not be factory and would have priority oiling so that would be a moot point. There are other ways to skin the cat - but I assumed the OP is talking a factory block and LA based heads and the general public makes similar assumptions regularly.
" The paired lifters would almost have to come apart from each other AND have the pushrods leave with a lot of rpm in between all of this." Just so we're talking the same numbers... A lifter gets hit by the lobe 50 times a second at 6K. Assuming the racer needs about two seconds to notice the failure, shift out of gear or hit the clutch, and cut the power and then another second or two for the engine to stop turning - that's somewhere around 200 lift events as the rest of the valvetrain works while the crank stops turning. That all takes place in under 5 seconds and the oil pressure is gone as soon as one lifter exposes the galley. What sort of time and rpm are you thinking exists here? I'll also clarify - I say "popped a lifter" but you know the reality is the lifter only needs to come up to where the roller notch clears the oil galley. It doesn't have to come out of the bore. I have seen when the intakes were removed. In one case link had twisted and the only part of the lifter in the bore was the roller. A second was a lifter failure that we believe was caused by high street mileage and no inspection or rebuild. The lower part of the lifter came apart probably on the opening ramp. The body came down on the closing ramp losing the pushrod, and then the body got pulled up and out when the exhaust lifter was on it's opneing ramp. At least that was the consensus.
As for why I feel the way I do - over the years I have watched 3 out of around 15 solid roller cam engines have this failure. These were 2 small blocks and one big. All three "popped" one or the pair of lifters (Comp's & Isky) out far enough to totally uncover the oil galley and the lower ends were damaged heavilly by lack of oil. I'm sure you realize the lifter doesn't have to come out for that to happen as you designed a set to combat just such an occurance. I was at the track when they failed and in one case helped push the car off the line when the engine was made to run with a spare rocker for the next round. None of them were built or owned by me and all of them had big price tags. The few solid rollers I have in service (all customers') have not experienced a failure. So as of now I have no other point of reference. I rather like that position but you are correct in that it is limited.
If the arguement is "this ALMOST NEVER happens" and it's not your $12K-15K and you're at peace with the risk than you're 100% right. For my part - I'm not ok with that.