Why not use such generous runway length for getting a feel for the airplane?
I'll be generous and give you some lattitude, and reply as though you're really serious. Not that your reply deserves it.
We don't screw with the runway because we're using it to stop. Not to play. In the case of my present equipment, we're going to use most of the pavement to get stopped, and I'm not in the habit of sacrificing any of it for science, for "getting a feel" or for entertainment.
Well, for one thing, holding off is free. Unless you screw up of course.
"Holding off" is not free, and is detrimental to the rollout. If you mean holding the airplane off the ground, landing roll is lengthened substantially. If you mean holding the nose off the ground, there's little practical value when reverse and braking is available. In a light airplane, when no reverse and minimal braking is available, it's a different matter...however, there's still little aerodynamic value, particularly at lower speeds. Keeping the nosewheel off doesn't do much good. (and yes, I've had plenty of chances to compare the differences too...in the cockpit and in the shop as I perform the maintenance and see the differences). The shorter rolls come by getting weight on the wheels, getting the nose down to dump lift, and getting the airplane stopped with brakes and reverse.
Even in a conventional gear airplane such as an Air Tractor AT-802, I tend to hold the tail until it starts to settle a little, then raise the flaps while setting the tail down, and go into reverse while applying brakes (and as it's a tailwheeel airplane...back pressure...but back pressure also because it's used to lock the tailwheel in many such airplanes. The braking effects of holding the tail off do little to slow the airplane. Getting the tail on the ground is important for ground control. Same for nosewheels.
Once One has 500 hours PIC on a type, I think it's reasonable to try different techniques to get a better overall feel for the aircraft, one that you may be on for many, many years.
Setting aside the fact that hours mean nothing (and does being PIC make any difference in the least to the "feel" one develops?)...most turbojet airplanes are numbers airplanes. Not "feel" airplanes. We don't feel them into the air when they're ready to fly. We don't feel for a refusal speed or for performance. We know the numbers and we use them. For good reason. The horizontal stabilizer on the airplane I'm flying right now is bigger than the wing on a 737, and during rotation it encounters ground effect; the nose comes up easily on rotation but wants to stop as the tail encounters ground effect. Stopping by feel results in a substantially longer takeoff roll...distance we just don't have. We fly it off by the numbers. On landing, we land the mains and fly the nose down but don't hold it off. That's asking for a tail strike, especially as the autospoilers deploy after touchdown. The same can be true on many light business jets; there's nothing to be gained holding the nose off. There's much more to be gained by getting the nosewheel on the ground and going to brakes, spoilers, and reverse.
Moreover, holding aft elevator during the rollout as the airplane is preparing to exit the runway (per the topic of the thread) accomplishes nothing. Any aerodynamic drag this might produce is negligible and isn't going to slow the airplane or improve control.
I eventually want that aircraft to be part of my mind, not just a machine that I apply someone's rules to the operation of.
Good for you. When you're running out of pavement and coming up on obstacles at the end, be sure to stop it with your mind.