Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Flight Crew Last 90 Days 160; Flight Crew Total 7285; Flight Crew Type 2812
Training / Qualification
Aircraft Equipment Problem Less Severe; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Procedure
Fairly high gross weight out of ZZZZ. Computer suggested flaps 5 reduced thrust takeoff.  V2 was 188.  Since the latest training event; or possibly [previous] training showed an increase in delayed rotation rates and tire speed exceedances (202kts) I decided to brief crew on that particular issue as a possible threat. Pilot Flying rotated precisely at Vr at a near perfect rotation rate and then stopped rotating at around 8 degrees nose up.  I used body english and a 'lets go' as I feigned pulling back on the control wheel but we still did not leave the ground until an airspeed of 207 to 208 as seen by the IRO. The winds were down the runway at 15 to 19 kts so its possible our GS was considerably less but that wasn't the real problem. It wasn't what the Pilot Flying was expecting! Once we were thru FL180 we debriefed. In conclusion; it turned out that none of the First Officers knew what the target pitch attitude for a normal takeoff was. (15 degrees.) Hence; even a beautiful rotation at the prescribed Vr would not avoid a late unstick speed if the proper pitch angle wasn't used; not to mention adversely affecting our single engine climb segments.
Captain reported First Officers did not know procedures for rotation angle during a non standard takeoff.