Ref the 'Singapore Rotation' that went wrong. Purely due to the aircraft CofG being further aft than normal. Ventral fuel transfer had been inhibited during taxi to prevent fuel venting. Hence, when pilot applied standard longitudinal control input for a rotation the aircraft was much more responsive.
I do not recollect any change of policy ref rotations after that event. Their airships were much more concerned about people sinking back onto the runway and becoming a flamer even before they got to the rotation point!
lm