A BE1900 ABORTS TKOF WHEN TWR NOTES A SINGLE ENG CESSNA ON THEIR TKOF RWY.

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IT WAS THE FIRST LEG OF THE DAY AND SO FAR THINGS HAD BEEN NORMAL. WE WERE TAXIING OUT FOR TKOF AND SINCE RWY 36R/18L WAS CLOSED AT TPA WE REQUESTED AND WERE GRANTED RWY 9 FOR TKOF. WINDS WERE CALM. SINCE THIS LAST MIN RWY SWITCH CONSIDERABLY CUT DOWN OUR TAXI TIME; THE CAPT AND I WERE RUSHED TO COMPLETE THE BEFORE TKOF CHKLIST. I WAS FURTHER RUSHED BECAUSE I HADN'T HAD TIME TO SET UP THE RADIOS AFTER GETTING THE CLRNC SO I WAS BUSY TUNING IN THE VARIOUS FREQS. I MANAGED TO FINISH UP WITH TIME TO SPARE; HOWEVER; AND WE SWITCHED TO TWR FREQ AND I CALLED TWR TO TELL THEM WE WOULD BE READY AT THE END OF THE RWY SINCE ATC TENDS TO FORGET ACFT NOT IN LINE AT THE PRIMARY RWY; WHICH WAS RWY 36L. TWR IMMEDIATELY CLRED US FOR TKOF; EVEN THOUGH WE WERE STILL 200-300 FT FROM THE END OF THE TXWY. I ACKNOWLEDGED THE CALL AND THE CAPT AND I RAN THROUGH THE RWY CHKS. TURNING ONTO THE RWY; WE BEGAN TO TAKE OFF IMMEDIATELY. AFTER COMPLETING MY CALLOUTS EARLY IN THE ROLL; I NOTICED THAT MY HEADPHONES WOULD EMIT WHAT SOUNDED LIKE A THUMP EVERY TIME THE PLANE WENT OVER A BUMP IN THE RWY. THIS WAS UNACCEPTABLE SINCE NOT ONLY COULD I NOT HEAR ALL THAT WELL BUT MY NOISE-CANCELING HEADSET AMPLIFIED THESE RADIO THUMPS; MAKING IT VERY UNCOMFORTABLE FOR ME. OUR PLANES ARE OLD; HOWEVER; AND I KNEW THE INTERCOMS HAVE PROBS; SO I TRIED FIDDLING WITH MY PLUG; WHICH IS LOCATED NEXT TO MY R ELBOW. THIS PROVED NO HELP; HOWEVER. THIS AIRPLANE HAS 2 PLUGS FOR HEADPHONES ON THE FO'S SIDE -- I THINK IT IS UNIQUE IN OUR FLEET -- SO I SWITCHED MY HEADPHONES FROM ONE PLUG TO THE OTHER AND FLIPPED THE SWITCH. THIS FIXED THE PROB BUT THE INSTANT I PLUGGED INTO THE NEW JACK; I HEARD THE CAPT ACKNOWLEDGING A CALL FROM TWR TO CANCEL OUR TKOF CLRNC. DURING THIS ENTIRE PROCESS; I HAD BEEN CONSTANTLY MOVING MY ATTN FROM THE PLUG PROB TO MY DUTIES AS PNF DURING THE TKOF. MONITORING THE PWR FOR OVERTORQUE; MAKING AIRSPD CALLOUTS; ETC. WHEN I HEARD THE CAPT READ BACK THE TWR'S CALL; I HAD JUST FIXED THE PROB AND DEDICATED ALL MY ATTN IMMEDIATELY TO THE SIT AT HAND. THE CAPT WAS IN PROCESS OF STOPPING THE AIRPLANE WITH REVERSE THRUST SO I QUICKLY SCANNED DOWN THE RWY. AND THERE IT WAS. A WHITE SINGLE ENG CESSNA WAS TAXIING ON OUR RWY ABOUT 2000-3000 FT DOWNFIELD. I NEVER GOT CLOSE ENOUGH TO TELL WHAT TYPE IT WAS AND TWR SAID NOTHING ABOUT THE OTHER ACFT THAT I HEARD ASIDE FROM TELLING US TO ABORT. IT APPEARED TO BE TAXIING AWAY FROM US AND TURNED OFF THE RWY ONTO A TXWY MOMENTS AFTER WE ABORTED. GND WAS PROBABLY HANDLING HIM. WE TURNED 180 DEGS AND BACK-TAXIED TO THE END. THE CAPT SAID A FEW WORDS TO CALM THE PAX; THEN WE TURNED ANOTHER 180 DEGS AND DEPARTED NORMALLY. LATER THE CAPT AND I DISCUSSED WHAT HAD HAPPENED. HE WAS UNAWARE THAT I HAD BEEN HAVING HEADPHONE PROBS AND THOUGHT THAT MY MISSING TWR'S CALL TO ABORT WAS NOTHING UNUSUAL. CONSIDERING THE RELATIVE INEXPERIENCE OF FO'S AT MY AIRLINE; CAPTS ARE VERY USED TO COVERING MANY FO DUTIES. HE SAW THE CESSNA AFTER I DID -- DESPITE MY INATTN -- BECAUSE HE WAS CONCENTRATING ON THE TKOF ROLL. TO BOTH OF US; IT JUST SEEMED TO APPEAR OUT OF NOWHERE AFTER TWR CALLED. IN REALITY; THERE WAS LITTLE DANGER OF A COLLISION. EVEN THOUGH WE WERE CLOSE TO V1; A 1900 CAN STOP VERY QUICKLY. IF TWR HADN'T CALLED; WE WOULD HAVE BEEN WELL AIRBORNE BY THE TIME WE GOT TO THE CESSNA.