TKOF ABORTED. PIC FLC RESPONSE WHEN B737-300 FAILS TO ROTATE AT PREDETERMINED ROTATION SPD.

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ABORTED TKOF JAC. ACFT DEICED AT GATE FOLLOWING AN ALL NIGHT FREEZING RAIN; SNOW. COPLT ASKED IF HE SHOULD GO BACK AND LOOK AT WINGS AND TAIL PRIOR TO STARTING ENGS; AND WE AGREED THAT IN THIS INSTANCE THIS SHOULD BE ACCOMPLISHED. THE COPLT RETURNED AND STATED THAT THE ACFT LOOKED FREE OF SNOW AND ICE TO HIM. JAC GND PERSONNEL STATED THE ACFT WAS FREE OF SNOW AND ICE. ACFT GROSS WT 90000 LBS. WE STARTED ENGS; AND TIMED THE ENGS SO THAT WE WOULD HAVE AT LEAST 5 MINS ON THE GND WITH ENG ANTI-ICE ON AND PITOT HEAT ON PRIOR TO BEGINNING TKOF ROLL. WE DISCUSSED RWY CONDITION; WHICH WAS; BY THIS TIME ONLY SLIGHTLY WET; AND I STATED THAT I ALWAYS MAKE A STATIC TKOF AT JAC. THIS ACCOMPLISHED; WE ADVANCED THE PWR; BOTH ENGS SPOOLED ALMOST TOGETHER; AND ONCE SPOOLED; BRAKES RELEASED. AN AIRSPD CHK DONE AT 80 KTS; AND I CONCURRED (I WAS FLYING). AT VR OF 116; I ATTEMPTED TO ROTATE. THE ACFT NOSE DID NOT WANT TO ROTATE; SO I PULLED FURTHER BACK; WHEN THE NOSE WOULD NOT ROTATE SUFFICIENTLY; I IMMEDIATELY ABORTED SUCCESSFULLY. I BEGAN COMING OUT OF REVERSE WITH ABOUT 1500+ FT REMAINING; AND WAS OUT OF REVERSE WITH ABOUT 1000 FT REMAINING; AND TAXIED SLOWLY TO THE END OF RWY 18 AT JAC; AND THEN TO THE GATE. I ASKED THAT THE LCL STATIONS PERSONNEL STAY CLR OF THE TIRES AND BRAKES; AND TO CALL OUR CONTRACT MAINT MAN. HE WAS THERE WITHIN 5 MINS; AND WE BOTH CHKED THE TEMP OF THE BRAKES. THE R SIDE WAS ONLY SLIGHTLY WARM; AND THE L SIDE BRAKES COULD COMFORTABLY BE TOUCHED; AND WERE NOT HOT (IE; LESS THAN 140 DEGS F). THE BRAKES WERE AGAIN CHKED AT ABOUT 30 MINS; 45 MINS; AND AGAIN AT 1 HR. WE BOTH TALKED WITH MAINT COORD AND DISCUSSED ITEMS TO BE CHKED. I STATED THAT WE WOULD HAVE TO WAIT APPROX 1 HR BASED ON THE BRAKE ENERGY ABORT CHART (70 MINS). ALL AGREED ON ITEMS TO BE CHKED BY THE LCL MAINT. CONTRACT MAINT VERIFIED BRAKES WERE NOT HOT; AND THAT THE ACFT WAS TOTALLY FREE OF ICE AND SNOW. THEN WE PERFORMED CTL CHKS; ALONG WITH AN INSPECTION OF FLAPS FOR DAMAGE; HYD QUANTITY CHKS; AND TIRE AND BRAKE CONDITION CHKS FOR MAINT CTL. ALL SEEMED IN ORDER. THUS; AFTER APPROX 75 MINS ON THE GND; ANOTHER TKOF WAS BEGUN; AND THE FLT CONTINUED TO SLC. THE ONLY ANOMALIES THAT I COULD FIND WAS THE FACT THAT AT THIS LOW GROSS WT; 90%+ OF THE PAX WERE SEATED AT ROW 20 AND FORWARD (IE; IN THE FIRST 12 ROWS OF THE ACFT) (33 PAX IN FIRST 12 ROWS AND ONLY 4 PAX IN REMAINING 9 ROWS). IN ATTEMPTING TO ANALYZE WHAT MIGHT HAVE HAPPENED; I QUESTIONED WHETHER WE HAD VALID OR ACCURATE AIRSPD INDICATIONS ON THE FIRST TKOF DUE TO THE FREEZING RAIN; DRIZZLE; THE BRAKES WERE NOT HOT; AS I COULD COMFORTABLY TOUCH ALL 4; AND THE EASE; AND RWY REMAINING ON THE ABORT. I HAVE SEEN SIMILAR SITS WHERE THE NOSE OF THE B737-300 IS EXTREMELY HVY; AND AT TIMES DIFFICULT TO ROTATE; BUT AT JAC THERE IS ABSOLUTELY NO TIME TO ATTEMPT TO ANALYZE NOR DISCUSS THE PROB. I DID NOT BELIEVE THE ACFT WAS READY TO FLY AT THE INDICATED AIRSPD AND THUS I ELECTED TO ABORT. SUPPLEMENTAL INFO FROM ACN 354132: CARGO DISTRIBUTION WAS SUSPECT BUT; WAS VERIFIED AS NORMAL DISTRIBUTION. ALTHOUGH DEICED AND WITH NO PRECIPITATION SOME RESIDUAL SNOW; ICE COULD HAVE REMAINED ON THE HORIZ STABILIZER AND ELEVATOR AS ONLY THE LEADING EDGE OF THE HORIZ STABILIZER IS VISIBLE TO THE FLC. ALTHOUGH WE OBTAINED A SATISFACTORY AIRSPD CHK WE QUESTION THE AIRSPD ACCURACY. FINALLY THE B737-300 IS UNUSUALLY NOSE HVY. WE HAVE CONCLUDED THAT A COMBINATION OF THESE FACTORS CAUSED THE ANOMALY.