Well, this is as I would see it. I would have thought that for two engine performance considerations, a slower (within Boeing limits) rotation is no big deal. Most of the FDM events generated within the airline appear to be either fast or slow rotations. I feel that the fast ones are a real risk but equal emphasis seems to be given to the slow ones. The airline seems to believe that the ideal rate of rotation is a hard 3 degrees. To me, that is the upper limit of Boeing’s recommendation. As for tolerances, I don’t know what they are using. However, there is no witch hunt as such (yet) and there is supposed to be a tool due to be rolled out allowing crew to self assess rotation rates. Of course, this will be tracked religiously by some, but ignored by the worst offenders.