Narrative:

Flight was delayed due to completion of service check; about 1 1/2 hours late. Upon nearing the end of the runway and ready for takeoff a low oil level status message came up. Having seen these messages for years and always having enough oil/flight time I believed we had enough. However; I still pulled out the QRH and read through the appropriate message in the status message section having only glanced at the oil level on the display. I don't recall the number that I read on the screen at the time but I had the impression from what I read that we had enough and told the first officer that we were good and we'll just keep an eye on it and if we needed oil we could get some at our destination. I put the QRH away and shortly after was cleared for takeoff; without looking at the oil level again I changed the screen back to the status message page. At the start of the takeoff roll I glanced at the engine instruments as usual to ensure everything was in the green; and all numbers were approximately the same for both engines.climbing through 10;000 feet we noticed the oil pressure was decreasing and going yellow. I then rechecked the oil quantity and noted it was at 15%. I pulled out the QRH and checked for possible caution messages. Shortly after; I instructed the flying pilot to increase speed and reduce power to see if that would have an effect on the oil pressure. It increased slightly but overall kept decreasing. At 20 psi we received a left engine oil pressure warning message. I turned to the appropriate page and followed the procedure which led to a precautionary engine shutdown; [advising ATC]; and return to field.after the flight mechanics inspecting the aircraft told me that there appeared to be an oil leak within the engine; later after they had taken it to the hangar I was told over the phone that there was definitely a leak somewhere in the engine. Then; while waiting around the flying pilot and I discussed the events and at that time they made the remark that they saw 15% oil quantity once we got onto the runway but because I said we were good said nothing.an oil leak in the engine; running late and trying to rush knowing we had a longer route then usual due to ATC reroute for weather along our normal route. Poor communication between me and the first officer prior to takeoff; specifically using ambiguous terms; i.e. Saying we were good with the oil quantity versus saying what I saw on the gauge when I looked at it and what I read in the QRH.slow down; especially when I feel pushed to get going. Say what I'm seeing and reading to ensure both of us see the same thing or catch a discrepancy; and also to arm the first officer with knowledge so that if I make a mistake; misinterpret; or simply miss something; they are in a better position knowledge-wise to speak up.

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Original NASA ASRS Text

Title: CRJ-700 flight crew reported the engine oil quantity was decreasing after takeoff the engine and oil pressure started dropping.

Narrative: Flight was delayed due to completion of service check; about 1 1/2 hours late. Upon nearing the end of the runway and ready for takeoff a low oil level status message came up. Having seen these messages for years and always having enough oil/flight time I believed we had enough. However; I still pulled out the QRH and read through the appropriate message in the status message section having only glanced at the oil level on the display. I don't recall the number that I read on the screen at the time but I had the impression from what I read that we had enough and told the First Officer that we were good and we'll just keep an eye on it and if we needed oil we could get some at our destination. I put the QRH away and shortly after was cleared for takeoff; without looking at the oil level again I changed the screen back to the status message page. At the start of the takeoff roll I glanced at the engine instruments as usual to ensure everything was in the green; and all numbers were approximately the same for both engines.Climbing through 10;000 feet we noticed the oil pressure was decreasing and going yellow. I then rechecked the oil quantity and noted it was at 15%. I pulled out the QRH and checked for possible caution messages. Shortly after; I instructed the flying pilot to increase speed and reduce power to see if that would have an effect on the oil pressure. It increased slightly but overall kept decreasing. At 20 PSI we received a L ENG Oil Pressure warning message. I turned to the appropriate page and followed the procedure which led to a precautionary engine shutdown; [advising ATC]; and return to field.After the flight mechanics inspecting the aircraft told me that there appeared to be an oil leak within the engine; later after they had taken it to the hangar I was told over the phone that there was definitely a leak somewhere in the engine. Then; while waiting around the flying pilot and I discussed the events and at that time they made the remark that they saw 15% oil quantity once we got onto the runway but because I said we were good said nothing.An oil leak in the engine; running late and trying to rush knowing we had a longer route then usual due to ATC reroute for weather along our normal route. Poor communication between me and the First Officer prior to takeoff; specifically using ambiguous terms; i.e. saying we were good with the oil quantity versus saying what I saw on the gauge when I looked at it and what I read in the QRH.Slow down; especially when I feel pushed to get going. Say what I'm seeing and reading to ensure both of us see the same thing or catch a discrepancy; and also to arm the First Officer with knowledge so that if I make a mistake; misinterpret; or simply miss something; they are in a better position knowledge-wise to speak up.

Data retrieved from NASA's ASRS site 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.