THE PF ABORTED TKOF AFTER THE PNF NOTICED A R ROLL SPOILER DEPLOYED INDICATION ON A DH8. AFTER THE ABORT THE PNF RECOGNIZED AN ERROR IN JUDGEMENT IN THE CALL FOR THE ABORT; BUT STILL RETURNED THE ACFT TO THE GATE TO COORDINATE WITH THE COMPANY AND MAINT. AT THE GATE THE PNF (CAPT) WAS THEN QUESTIONED BY AN FAA INSPECTOR.

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I WAS THE PF ASSIGNED TO A COMMUTER FLT FROM BWI TO ISP. WE WERE INSTRUCTED BY BWI GND CTL TO TAXI TO RWY 33R. AFTER STOPPING AT THE HOLD SHORT LINE AND SWITCHING TO THE LCL CTL FREQ WE WERE CLRED INTO POS TO HOLD AT WHICH TIME WE COMPLETED THE BEFORE TKOF CHKLIST. AT THIS TIME NO ANOMALIES WERE NOTED. WHEN WE WERE CLRED FOR TKOF I APPLIED A R WING DOWN CTL YOKE INPUT. ON THE DH8 THIS CAUSES THE R SIDE ROLL SPOILERS TO DEPLOY. AS THE TKOF ROLL BEGAN; THE CAPT NOTICED A R ROLL SPOILER DEPLOYED INDICATION AND CALLED FOR AN ABORT. I IMMEDIATELY EXECUTED THE ABORT IN ACCORDANCE WITH COMPANY PROCS. THE ABORT WAS EXECUTED AT LOW SPD AND MINIMAL BRAKING WAS REQUIRED. AFTER CLRING THE RWY AND COMPLETING THE REQUIRED CHKLISTS THE CAPT TOLD THE REASON FOR THE ABORT. THERE WERE NO CAUTION; ADVISORY OR WARNING INDICATIONS. AT THIS TIME I INFORMED THE CAPT OF MY CTL YOKE INPUT AND WE AGREED THAT THERE WAS PROBABLY NO MECHANICAL MALFUNCTION. THE CAPT THEN PROCEEDED TO THE GATE TO INFORM MAINT AND THE COMPANY OF THE INCIDENT. DURING THE TIME WE WERE TAXIING BACK TO THE GATE; I WAS TALKING WITH BWI GND; BWI RAMP CTL; OPS AND THE PAX. IT WAS DURING THIS TIME THE CAPT INADVERTENTLY TAXIED INTO THE GATE AREA WITHOUT A MARSHALLER. HOWEVER; THE CAPT QUICKLY TAXIED OUT OF THE AREA TO AWAIT MARSHALLING SVC. AT THE RAMP AWAITING OUR ARR WAS AN FAA SAFETY INSPECTOR WHO WAS COINCIDENTALLY AT BWI PERFORMING DUTIES. I HAD NO CONTACT WITH HIM AS THE CAPT HAD LEFT THE ACFT TO CONTACT THE COMPANY AND HE FOLLOWED THE CAPT INSIDE. I REMAINED ONBOARD THE ACFT TO MONITOR THE APU OP AS PER COMPANY PROCS. THE CAPT; DURING A ROUTINE SCAN OF THE INSTS; NOTICED AN APPARENTLY ABNORMAL INDICATION AND CALLED FOR AN ABORT. THIS WAS DONE IN ERROR; HOWEVER THE CALL WAS IN ERROR ON THE SIDE OF SAFETY; CONSISTENT WITH WHAT WAS KNOWN BY THE CAPT AT THE MOMENT OF THE CALL. THE CAPT KNEW IMMEDIATELY OF THE ERROR AND THE REASON FOR THE ERROR. I AM CONFIDENT THAT THIS INCIDENT WILL NOT BE REPEATED.