AN ACR LTT FLC HAS 1 ENG GO TO AUTOFEATHER WHEN THE DIGITAL TORQUE GAUGE FAILS. THE FLC MISINTERPRETED THE AUTOFEATHER AS AN ENG FAILURE AND PERFORMED THE WRONG CHKLIST PROC AND MADE SOME INCORRECT CALLOUTS AND FORGOT OTHERS; BUT RETURNED TO THEIR TKOF ARPT WITHOUT FURTHER COMPLICATIONS.

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JUST AFTER LNDG GEAR RETRACTION; #2 ENG FEATHERED DUE TO TORQUE GAUGE FAILURE. WE THOUGHT THAT WE HAD AN ENG FAILURE AND PERFORMED ENG FAILURE MEMORY ITEMS. #2 ENG WAS STILL RUNNING AND THERE WAS CONFUSION AS TO WHAT HAD HAPPENED. DURING THIS TIME SOME OF THE ENG FAILURE PROCS WERE NOT PERFORMED; MOSTLY CALLOUTS FOR V2+20 SPDS AND FLAP RETRACTION. WE DECLARED AN EMER AND RETURNED TO LAND AT PHX RWY 26R WITHOUT INCIDENT. THE TORQUE GAUGE DIGITAL PORTION WAS WRITTEN UP AS FLUCTUATING. THE GAUGE WORKED FINE DURING TKOF ROLL AND JUST AFTER GEAR RETRACTION WE HAD THE PROP FEATHER. THE CONFUSION AROSE BECAUSE WE THOUGHT THERE HAD BEEN AN ENG FAILURE; BUT THERE WAS NO INDICATION OF THAT ON ENG GUAGES; EXCEPT FOR TORQUE GAUGE NEEDLE JUMPING AROUND. NP GAUGE SHOWED PROP TURNING AT 44%; AND T6 WAS AROUND 740 DEGS WITH GOOD OIL TEMP AND PRESSURE. DURING THE TIME IT TOOK TO DETERMINE WHAT HAD HAPPENED; I DIDN'T PERFORM PROPER ENG OUT CALLOUTS. THE FO FLEW THE ACFT FLAWLESSLY DURING THE INCIDENT. THE 44% NP SPD ALSO LED TO SOME CONFUSION AS WE WERE NOT SURE THAT THE PROP HAD FEATHERED. OUR TRAINING IS ALL DONE AS THE PF. I BELIEVE THAT THIS LED TO THE POOR PERFORMANCE AS THE PNF; MORE PNF DUTIES SHOULD BE REQUIRED DURING TRAINING.