TKOF ABORTED.

Narrative

AS FO APPLIED PWR FOR TKOF I NOTICED THE AUTOFEATHER ARM ANNUNCIATOR DID NOT ILLUMINATE AND WE HEARD THE AURAL TKOF WARNING 'AUTOFEATHER.' I CALLED 'ABORT' AND WE DISCONTINUED TKOF. REALIZING THAT THE AIRPLANE WAS COLD SOAKED (OUTSIDE AIR TEMP MINUS 10 DEGS F) I THOUGHT IT POSSIBLE THAT A SWITCH MIGHT NOT HAVE MADE CONTACT. THE FO HAD DONE AN AUTOFEATHER TEST BEFORE TKOF BUT AS I WAS WATCHING FOR TFC ON THE TAXI OUT I HAD NOT OBSERVED THE TEST. SO I THEN PROCEEDED TO CONDUCT THE TEST AS PER THE ARPT FACILITIES MANUAL. ALL TESTED NORMAL. 3 THINGS WERE REQUIRED TO ARM THE AUTOFEATHER -- SWITCH ON; PWR LEVER ANGLE 62 DEGS OR MORE AND A TORQUE GAUGE INDICATION OF 50 PERCENT OR MORE ON BOTH GAUGES. I ELECTED TO ATTEMPT ANOTHER TKOF WITH THE INTENTION TO STAND ON THE BRAKES AND APPLY PWR TO SEE IF THE AUTOFEATHER WOULD ARM -- AND IT DID. WE CONTINUED THE TKOF WITHOUT INCIDENT AND THE AUTOFEATHER WORKED NORMAL FOR THE REST OF THE DAY (4 TKOFS). I HAVE SINCE LEARNED THAT THE FAA FEELS THIS INCIDENT WAS A 'MECHANICAL INTERRUPTION' OF FLT AND REQUIRED A RELEASE BY A MECH. OUR COMPANY OPS MANUAL HAS NO PROC FOR SUCH AN INCIDENT AND THE DEFINITION OF A MECHANICAL INTERRUPTION OF FLT IS NOT CLR. SOMEWHERE IT SEEMS THAT COMMON SENSE AND AWARENESS OF COLD WX GLITCHES DOES NOT COME INTO PLAY IN THIS INCIDENT.