Narrative:

Just as we rotated the 'master caution' illuminated in association with the 'left oil pressure low' annunciator. After we achieved a positive rate we decided to leave the gear down; so as to not reconfigure the aircraft in the climb; and return immediately to the airport. After acceleration height was reached we advised departure we wanted to return. As we turned downwind all associated normal checklists were called for. The oil pressure low and oil quantity decreasing procedures were started in the downwind. The tower asked if we were declaring an emergency but; at that time; we elected not to. On downwind; abeam the numbers for xxr; the oil quantity had almost reached zero; and we decided not to extend the downwind but to land the aircraft as soon as possible. By this time all normal checklists had been completed. The abnormal checklists were beginning to lead us to perform a precautionary shutdown of the engine. At that time and due to the close proximity of the airport we elected to continue to land and perform the shutdown on the ground. On final we determined that the autospoilers would not arm and the one left antiskid light; whose warning had just illuminated; were not going to function upon touchdown. With manual spoilers; our max landing weight was approximately 92;000 pounds with zero head wind. We then made a 'no-go-around' decision due to lack of oil quantity. After landing the thrust reversers were deployed but no power was used on the left engine. After reversers were stowed the left engine was immediately shutdown. Ops was then contacted during taxi. VFR was maintained for the duration of the flight.

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Original NASA ASRS Text

Title: When they received a Master Caution and 'L Engine Oil Pressure Low' warning at rotation the flight crew of a DC-9-30 continued the takeoff and returned to the airport. While flying the pattern to land the left engine oil quantity approached zero; the autospoiler system failed to arm and one left antiskid light illuminated. They elected not to declare an emergency and to not to shut down the engine until after landing.

Narrative: Just as we rotated the 'Master Caution' illuminated in association with the 'L Oil Pressure Low' annunciator. After we achieved a positive rate we decided to leave the gear down; so as to not reconfigure the aircraft in the climb; and return immediately to the airport. After acceleration height was reached we advised Departure we wanted to return. As we turned downwind all associated normal checklists were called for. The Oil Pressure Low and Oil Quantity Decreasing Procedures were started in the downwind. The Tower asked if we were declaring an emergency but; at that time; we elected not to. On downwind; abeam the numbers for XXR; the oil quantity had almost reached zero; and we decided not to extend the downwind but to land the aircraft as soon as possible. By this time all normal checklists had been completed. The abnormal checklists were beginning to lead us to perform a precautionary shutdown of the engine. At that time and due to the close proximity of the airport we elected to continue to land and perform the shutdown on the ground. On final we determined that the autospoilers would not arm and the one left antiskid light; whose warning had just illuminated; were not going to function upon touchdown. With manual spoilers; our max landing weight was approximately 92;000 pounds with zero head wind. We then made a 'no-go-around' decision due to lack of oil quantity. After landing the thrust reversers were deployed but no power was used on the left engine. After reversers were stowed the left engine was immediately shutdown. Ops was then contacted during taxi. VFR was maintained for the duration of the flight.

Data retrieved from NASA's ASRS site as of July 2013 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.