Narrative:

During cruise the engine oil indications on the right engine were approximately half the pressure of the left engine and fluctuation erratically. As a precaution the QRH was consulted to see what action we may potentially have to take. While reviewing the QRH the oil indications began staying consistently red (25 psi and below) and the EICAS warning message on ED1. Based on QRH procedures it was determined that it was necessary to shut down the right engine. After finishing the QRH procedure; we began to work on the approach and landing QRH abnormal checklist. During that checklist we received another caution message (hydraulic 2 lo press) which was unrelated to the engine shut down. I then had to deviate from the single engine approach QRH to address the new issue.at this point we were just past an airport that we could have landed at. However; dealing with the new hydraulic issue in addition to the engine failure; it was decided that continuing to our original destination was the least risky option to the flight due to the already complex nature of our situation. We were still in the low twenty thousand flight levels and had preparation prior to landing to accomplish that we needed extra time for. Flying to our destination allowed for a steady and straight decent and flight path into familiar airport to which we were already briefed and set up to fly. This was one less task to accomplish. As it turns out; we were set up just in time for the approach.the event was caused by an indication of the engine oil system that presented two of three elements the QRH requires the engine to be shut down for. Also; adding a second system failure caused the flight to become very complex as the crew and dispatch were evaluating our options.

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Original NASA ASRS Text

Title: CRJ-200 Captain reported erratic oil pressure on the right engine and low pressure in the Number 2 hydraulic system.

Narrative: During cruise the engine oil indications on the right engine were approximately half the pressure of the left engine and fluctuation erratically. As a precaution the QRH was consulted to see what action we may potentially have to take. While reviewing the QRH the oil indications began staying consistently red (25 PSI and below) and the EICAS warning message on ED1. Based on QRH procedures it was determined that it was necessary to shut down the right engine. After finishing the QRH procedure; we began to work on the approach and landing QRH abnormal checklist. During that checklist we received another caution message (HYD 2 LO PRESS) which was unrelated to the engine shut down. I then had to deviate from the Single Engine Approach QRH to address the new issue.At this point we were just past an airport that we could have landed at. However; dealing with the new hydraulic issue in addition to the engine failure; it was decided that continuing to our original destination was the least risky option to the flight due to the already complex nature of our situation. We were still in the low twenty thousand flight levels and had preparation prior to landing to accomplish that we needed extra time for. Flying to our destination allowed for a steady and straight decent and flight path into familiar airport to which we were already briefed and set up to fly. This was one less task to accomplish. As it turns out; we were set up just in time for the approach.The event was caused by an indication of the engine oil system that presented two of three elements the QRH requires the engine to be shut down for. Also; adding a second system failure caused the flight to become very complex as the crew and dispatch were evaluating our options.

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.