A BE1900 ON CLBOUT BTWN 400-1000 FT DECLARED AN EMER AND RETURNED TO ARPT DUE TO THE R ENG LOST PWR AND THE ENG BEGAN GOING INTO AND OUT OF AUTOFEATHER.

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WE PERFORMED A ROLLING VFR TKOF ON RWY 35 DEPARTING ZZZ1 TO ZZZ2. THE CAPT WAS FLYING. DURING THROTTLE UP; THE #2 N1 AND TORQUE WAS SLOW/LAGGING IN SETTING TKOF PWR. IT REACHED THE REQUIRED TORQUE WITH A NOTICEABLE SPLIT IN THE PWR LEVERS. WE CLBED TO 400 FT AGL NORMALLY. AT OR JUST AFTER 400 FT AGL; THE ACFT STARTED YAWING TO THE R AND THE CREW NOTICED THE #2 N1 AND TORQUE WERE SLOWLY SPOOLING DOWN. AROUND 1000 FT AGL; THE #2 ENG STARTED GOING INTO AND OUT OF AUTOFEATHER. THE CREW DECIDED TO PERFORM THE 'ENG FIRE OR FAILURE IN FLT' CHKLIST AND PROCEEDED TO SHUT DOWN THE #2 ENG. WE CLBED TO PATTERN ALT AND FLEW L TFC. THE CAPT WAS TALKING ON THE #1 RADIO TO TFC WHILE THE FO WENT THROUGH THE CHKLISTS AND TALKED TO COMPANY. THE CAPT ADVISED UNICOM OF THE SIT AND ASKED THEM TO CALL THE FIRE DEPT. WE FLEW L TFC PATTERN AT ALT 2 TIMES TO GO THROUGH ALL THE CHKLISTS. DURING THE THIRD PATTERN WE CONFIRMED THE FIRE TRUCKS WERE STANDING BY; EXTENDED L DOWNWIND AND SET UP FOR A LONG FINAL. THE LNDG WAS NORMAL; DETERMINED THAT AN EMER EVAC WAS NOT NEEDED; RELAYED THAT INTENTION OVER CTAF/UNICOM (WHICH THE RESCUE VEHICLES WERE MONITORING); ROLLED TO THE END OF RWY 35 AND TAXIED OFF THE RWY. WE THEN SHUT DOWN AND SECURED THE COCKPIT AND CALLED UNICOM FOR A TUG. THE FIRE TRUCKS STAYED WITH THE ACFT UNTIL WE WERE PARKED AT THE TERMINAL. I LET THE CRM BREAK DOWN. THE FO THOUGHT I WAS JUST RETURNING FOR AN IMMEDIATE LNDG. I SHOULD HAVE STATED MY INTENTIONS TO FLY IN THE PATTERN UNTIL WE GOT EVERYTHING DONE. THAT MAY HAVE SLOWED THINGS DOWN A BIT. WE DID DO A GOOD JOB OF ASSUMING A ROLE. EXAMPLE: CAPT TALKING ON 1/CTAF; FO DOING CHKLISTS AND CALLING COMPANY. IT HAS NOW BEEN A FEW DAYS SINCE THE INCIDENT. A COUPLE OF MECHS CAME TO ZZZ1 TO FIX THE ACFT AND THEY RAN THE ENG USING PERFORMANCE STANDARDS. EVERYTHING SEEMED TO BE ALMOST PERFECT. HOWEVER; DURING THE FERRY FLT FROM ZZZ1 TO ZZZ2; WE GOT THE #2 ENG TO GO INTO AN ENDLESS AUTOFEATHER CYCLE BY BRINGING THE PWR BACK AND THEN THROTTLING BACK UP AGAIN. THE #2 ENG ALSO WENT INTO AN AUTOFEATHER CYCLE (IN/OUT OF AUTOFEATHER IN RAPID SUCCESSION) ON SHORT FINAL INTO ZZZ2. WE TURNED OFF THE AUTOFEATHER SYS AND LANDED NORMALLY. MOST AUTOFEATHER CHKS ON THE GND CHKED FINE. WE DID GET IT TO GO INTO A CYCLE ONCE. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE RPTR STATED THE CYCLING CONTINUED UNTIL THE ENG WAS SHUT DOWN. THE RPTR SAID AN EMER WAS DECLARED AND THE CHKLIST WAS COMPLETED AND THE LNDG WAS UNEVENTFUL. THE RPTR STATED THE ONLY WORK PERFORMED ON THE ENG WAS AN ENG DRIVEN FUEL PUMP AND THE ENG FUEL CTL UNIT. THE RPTR SAID THE AIRPLANE IS NOT FIXED BUT HAS NOT FLOWN THE AIRPLANE SINCE THE ENG SHUT DOWN. THE RPTR STATED THE AIRPLANE SITS OUT ON THE LINE BUT IS NOT FLOWN.