Never agreed with this! Early in teh take-off roll, is there absolutely any drag from aileron control or minor spoiler uplift? It only starts applying and being effective above 80-100kts. I was taught 'apply what you think is right at the beginning of the roll, and hold it there until it becomes effective. You then don't have to think about it during the roll when you are fighting with the rudder to maintain the centreline. Then feel for the wing lifting and keep it down, hold aileron on during rotate and start feeling for wing drop and control it as the aeroplane yaws and settles into drift.'
Magic technique that worked on the 747, 737 and 757. It works. The fact there was a stickshaker/tailstrike incident on this particular take-off leads me to say there were other factors present. No way should a medium crosswind have induced that. I would be more interested in examining speed, rotation rate and rotation angle reached. Not any nonsense about blaming aileron control during roll! (speaking from the POV of an 18 year 747 pilot from a fleet of 57 of them doing regular high weight flights, with no T/O tailstrikes!)
Rainboe, agree 1000% !
My first jet was B707 - 436 which did not have a "series" yaw damper so you had to take off and land with the yaw damper not engaged. I learned a lot about crosswind technique from this type. I cringe when I see pilots conducting a cross wind take off and not applying any into wind aileron and/or taking the aileron out during rotate - the aileron input should be maintained during the rotation maneuver and then the controls smoothly centred once safely airborne.
When I did a (refresher) conversion onto the B737-800, a very experienced pilot instructor from SAS was of the opinion that in limiting crosswinds FULL aileron should be applied during rotate to keep the wings level!
Major cause of tailstrike is excessive rotation rates - Boeing recommend on B 737-800 an average of 2.5 deg/second - this means it takes 6 seconds to achieve 15 deg pitch up.