You're applying a nose-up moment, not just a download. That's going to raise the nose (or prevent it sinking so far, if you prefer).
Also, if your braking effectiveness is weak to start with, you may not have a very high decel. Which means there isn't much 'throwing the weight forward' effect to start with. In which case you ARE risking unloading the nosegear
Not sure that I'd agree with those comments at all. The cumulative nose-down pitching moment is much stronger (and increasing as speed decreases and braking effectiveness increases). The nose-up moment able to be induced by any back-stick input is at a maximum at nosewheel touchdown and rapidly reducing thereafter (due spoiler deployment and elevator loss of effectiveness as speed reduces and braking effectiveness increases).
It's not a new technique, it's just a logical way of handling the flight controls that will achieve the best retardation in slippery conditions. Wouldn't it be nice if somebody did go to the trouble of "validating" it - and it did prove to be the answer to the (usually) only irritrating "off the far end" excursions.
Don't know where aerodynamic braking comes into it. The technique has nothing to do with holding the nosewheel off before touchdown at all. It's more about planting the nosewheel and getting the autobrake and anti-skid to work most effectively by doing what BOTH Airbus and Boeing advocate i.e. loading up the mainwheels as much as possible. The advocated technique does just that - and most effectively.
Sometimes you only need a little EQUALIZER to stop you from going off the end/ or to make up for any slight errors of judgment. The suggested technique is that and more.