I'd be surprised indeed if any routine monitoring of rotate speeds was conducted. But for a Sqn QFI to devise SOP speeds from the ODM seems
so last century - these days a simple software program should be able to provide the necessary 'on the day' values given aerodrome elevation, slope, OAT, W/V, QNH and aircraft AUW / fit.
Deviance from TOLD values should have been picked up by whoever was conducting the simulator training, surely? As there's no 2-seat F-22, it'd be difficult to check pilot standardisation any other way.
Back in the Stone Age, Pilot's Notes would include handling information, e.g.:
Take-off
[…]
(b) Keep straight initially by the use of gentle braking until the rudders become effective at 50-55 knots.
(c) Raise the nose wheel at 80-85 knots, maintain this attitude and fly the aircraft off at 105-110 knots at typical service load. At maximum all-up weight raise the nose wheel at 105-110 knots, the aircraft then becomes airborne at 120-125 knots.
[…]
Surely much more modern aircraft will have been assessed by test pilots and similar information included in the aircrew manual flying?