COMMUTER LTT FLC CONSISTING OF CKP AND CAPT UNDERGOING IOE ATTEMPT TKOF FROM ALB WITHOUT HAVING SET TKOF FLAPS. AURAL COCKPIT WARNING GOES OFF AND FLC ABORTS TKOF.

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I WAS CONDUCTING FAR 135.244 IOE WITH A NEW CAPT. THE NEW CAPT HAD BEEN A FO ON THE SAME TYPE OF ACFT FOR APPROX 3 YRS. THIS INDIVIDUAL COULD FLY THE AIRPLANE VERY WELL FROM TKOF TO LNDG. THE PROBLEMS I WAS HAVING WITH HIM WERE GETTING THE ACFT FROM THE GATE TO THE TKOF ROLL. WE HAD APPROX 1/3 OF THE IOE COMPLETE (7-8) HRS AND I HAD INFORMED THE NEW CAPT THAT I FELT HE WAS NOT PROGRESSING WELL. WE HAD DEBRIEFED EACH DAY AT LENGTH THE STRENGTHS AND WEAKNESSES OF HIS PERFORMANCE AS CAPT. THE PROBLEMS WERE ATTEMPTING TO START AN ENG WITHOUT A CLRNC FROM THE RAMP AGENT; TRYING TO TAXI WITHOUT RAMP SIGNALS; AND VERY POOR COCKPIT COM. I HAD EXPRESSED MY CONCERNS ABOUT HIS PERFORMANCE AND TOLD HIM I NEEDED TO SEE GREAT IMPROVEMENT ON OUR LAST DAY WHICH WOULD HAVE HIM APPROX 2/3 COMPLETE. WE TAXIED OUT FOR DEP AND HAD CONSIDERABLE TROUBLE GETTING THE TAXI CHKLIST COMPLETED. THE FIRST FLT OF THE DAY FOR EACH ACFT REQUIRES ADDITIONAL SYSTEMS CHKS THAT; AFTER SATISFACTORY RESULTS; ARE NOT DONE THE REST OF THE DAY. THESE CHKS ARE NOT DIFFICULT BUT DO REQUIRE SOME CONCENTRATION WHILE AT THE SAME TIME TAXI THE ACFT AND LISTEN TO ATC. WE FINALLY GOT ALL THE CHKS COMPLETE AND ON OUR THIRD ATTEMPT TRIED TO CHALLENGE AND RESPOND THE TAXI CHK. THIS IS THE ONLY PLACE WHERE THE FLAPS ARE CHKED BY BOTH PLTS AND THE RESPONSE TO THE CHALLENGE OF 'FLAPS;' IS '3 SET 15 DEG CHKED.' IN ALL THE CONFUSION OF THE TAXI AND POOR COCKPIT COORD WE BOTH SKIPPED OVER THE FLAP CHALLENGE. THE TKOF CLRNC WAS ISSUED BY THE TWR WITHOUT DELAY DUE TO ACFT ON 2-3 MI FINAL APCH. THE NEW CAPT WAS FLYING THE ACFT AND AS HE ADVANCED THE PWR FOR TKOF WE GOT AN AURAL TKOF WARNING. THE WARNING CAME APPROX 2-3 SECONDS AFTER THE PWR WAS BEING ADVANCED AND THE CAPT RETARDED THE PWR TO IDLE AND I INFORMED THE TWR THAT WE WOULD LIKE TO CANCEL OUR TKOF CLRNC AND CLR THE RWY AT INTXN DELTA. THE AIRSPD INDICATION WAS NOT REGISTERING SO SPD WAS BELOW 40 KTS. I WOULD ESTIMATE THAT WE ONLY ROLLED ABOUT 100-200 YARDS INTO THE TKOF. WE WERE CLRED TO EXIT THE RWY AT OUR REQUESTED POINT. THIS WAS LESS THEN 1/2 OF THE WAY DOWN A 7200 FT RWY. THE TWR ASKED IF WE NEEDED ASSISTANCE AND WE REPLIED NEGATIVE. WE REQUESTED A CLRNC BACK TO THE ACTIVE RWY AND DISCOVERED THE FLAPS HANDLE WAS NOT SELECTED TO 15 DEG FOR TKOF. WE SELECTED FLAPS TO 15 DEG AND COMPLIED WITH ALL CHKLISTS AND COMPANY PROCS. THE TWR ASKED FOR THE REASON FOR THE ABORTED TKOF AND I REPLIED THAT I DID NOT CONSIDER THE INCIDENT ABORTED; BUT MERELY ASKED TWR TO CANCEL OUR TKOF CLRNC SO WE COULD SOLVE A PROBLEM. THERE WERE NO CONFLICTS WITH ANY OTHER AIRPLANES TO MY KNOWLEDGE. THE TWR SAID THEY HAD TO FILE ALL ABORTED TKOFS WITH THE FAA AND THAT THIS WAS CONSIDERED AN ABORTED TKOF. THE TWR PERSISTED FOR A REASON FOR THE ABORT AND I TOLD THEM WE HAD GOTTEN A TKOF CONFIGN WARNING. THE ACFT WAS RECONFIGURED AND WE TOOK OFF AND FLEW TO DEST WITHOUT FURTHER INCIDENT. I BELIEVE THE MAJOR FACTOR FOR THIS INCIDENT WAS THE POOR CRM BY THE NEW CAPT; EXCESSIVE DISTRS DUE TO POOR COM; AND MY OWN LOSS OF CONCENTRATION DUE TO CONFUSION.