Narrative:

On mar/mon/07 while operating as the PF; we were faced with an emergency. While cruising at FL360 we received a 'left engine oil pressure' message from the EICAS system. I stated to the captain that I had the controls and the radios and asked him to refer to the QRH for the left engine oil pressure message. I contacted center and declared an emergency; requesting a lower altitude due to a possible engine problem. We descended to FL200 where we were able to maintain altitude with the left thrust level at idle (as per the QRH) and the right thrust lever set at the maximum continuous cruise setting. The QRH emergency procedure was followed and completed. At this time the parameters requiring an engine shutdown were not met. These parameters are: engine oil pressure below 25 psi or the oil temperature indicating high or low abnormally. While monitoring the engine performance; as instructed by the QRH; maintenance was consulted and informed of the engine indications. All other engine indications were normal except the oil pressure. The oil pressure fluctuated between 29 psi and 50 psi with a few drops in pressure to 25 psi; immediately returning to the 29-50 psi range. Approximately 40 mins passed while monitoring the engine performance. During this 40 mins; dispatch; maintenance; as well as chief pilot were consulted. All parties agreed that the best course of action would be to leave the left engine running if possible. The chief pilot recommended a normal 2 engine approach and landing in ZZZ. The captain and I discussed our concerns with a normal landing with flaps at 45 degrees due to the possibility of an engine failure and a possible go around with a single operating engine. We agreed that a flaps 20 degree single engine procedure confign would be the safest course of action. We again conferred with the chief pilot; maintenance; and dispatch concerning the matter. All parties again agreed that a flaps 20 degree confign would be the safest course of action. The left engine would be kept at idle and considered inoperative. Immediately following the discussion; on a descent to 8000 ft in ZZZ airspace; the left engine oil pressure message from the EICAS was annunciated again. The oil pressure had dropped to the 22-24 psi range; requiring the captain to again refer to the QRH. Under the conditions at that time the parameters were met for an in-flight engine shutdown and subsequent single engine approach and landing in ZZZ. Upon completion of the QRH procedure; all required checklists were completed and we received vectors from ZZZ approach for a visual approach to runway 18L. The single engine approach and landing procedures were followed to an uneventful landing. No further emergency or abnormal procedures were required. All required checklists were completed and the flight segment ended after taxiing to remote parking.

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Original NASA ASRS Text

Title: CRJ200 CREW RECEIVES EICAS L ENG OIL PRESS AT FL360 AND DESCENDS TO FL200 AFTER DECLARING AN EMERGENCY. ENG DOES NOT MEET CRITERIA FOR SHUT DOWN UNTIL 40 MINUTES LATER. SINGLE ENG LANDING AT DESTINATION FOLLOWS.

Narrative: ON MAR/MON/07 WHILE OPERATING AS THE PF; WE WERE FACED WITH AN EMER. WHILE CRUISING AT FL360 WE RECEIVED A 'L ENG OIL PRESSURE' MESSAGE FROM THE EICAS SYS. I STATED TO THE CAPT THAT I HAD THE CTLS AND THE RADIOS AND ASKED HIM TO REFER TO THE QRH FOR THE L ENG OIL PRESSURE MESSAGE. I CONTACTED CTR AND DECLARED AN EMER; REQUESTING A LOWER ALT DUE TO A POSSIBLE ENG PROB. WE DSNDED TO FL200 WHERE WE WERE ABLE TO MAINTAIN ALT WITH THE L THRUST LEVEL AT IDLE (AS PER THE QRH) AND THE R THRUST LEVER SET AT THE MAX CONTINUOUS CRUISE SETTING. THE QRH EMER PROC WAS FOLLOWED AND COMPLETED. AT THIS TIME THE PARAMETERS REQUIRING AN ENG SHUTDOWN WERE NOT MET. THESE PARAMETERS ARE: ENG OIL PRESSURE BELOW 25 PSI OR THE OIL TEMP INDICATING HIGH OR LOW ABNORMALLY. WHILE MONITORING THE ENG PERFORMANCE; AS INSTRUCTED BY THE QRH; MAINT WAS CONSULTED AND INFORMED OF THE ENG INDICATIONS. ALL OTHER ENG INDICATIONS WERE NORMAL EXCEPT THE OIL PRESSURE. THE OIL PRESSURE FLUCTUATED BTWN 29 PSI AND 50 PSI WITH A FEW DROPS IN PRESSURE TO 25 PSI; IMMEDIATELY RETURNING TO THE 29-50 PSI RANGE. APPROX 40 MINS PASSED WHILE MONITORING THE ENG PERFORMANCE. DURING THIS 40 MINS; DISPATCH; MAINT; AS WELL AS CHIEF PLT WERE CONSULTED. ALL PARTIES AGREED THAT THE BEST COURSE OF ACTION WOULD BE TO LEAVE THE L ENG RUNNING IF POSSIBLE. THE CHIEF PLT RECOMMENDED A NORMAL 2 ENG APCH AND LNDG IN ZZZ. THE CAPT AND I DISCUSSED OUR CONCERNS WITH A NORMAL LNDG WITH FLAPS AT 45 DEGS DUE TO THE POSSIBILITY OF AN ENG FAILURE AND A POSSIBLE GAR WITH A SINGLE OPERATING ENG. WE AGREED THAT A FLAPS 20 DEG SINGLE ENG PROC CONFIGN WOULD BE THE SAFEST COURSE OF ACTION. WE AGAIN CONFERRED WITH THE CHIEF PLT; MAINT; AND DISPATCH CONCERNING THE MATTER. ALL PARTIES AGAIN AGREED THAT A FLAPS 20 DEG CONFIGN WOULD BE THE SAFEST COURSE OF ACTION. THE L ENG WOULD BE KEPT AT IDLE AND CONSIDERED INOP. IMMEDIATELY FOLLOWING THE DISCUSSION; ON A DSCNT TO 8000 FT IN ZZZ AIRSPACE; THE L ENG OIL PRESSURE MESSAGE FROM THE EICAS WAS ANNUNCIATED AGAIN. THE OIL PRESSURE HAD DROPPED TO THE 22-24 PSI RANGE; REQUIRING THE CAPT TO AGAIN REFER TO THE QRH. UNDER THE CONDITIONS AT THAT TIME THE PARAMETERS WERE MET FOR AN INFLT ENG SHUTDOWN AND SUBSEQUENT SINGLE ENG APCH AND LNDG IN ZZZ. UPON COMPLETION OF THE QRH PROC; ALL REQUIRED CHKLISTS WERE COMPLETED AND WE RECEIVED VECTORS FROM ZZZ APCH FOR A VISUAL APCH TO RWY 18L. THE SINGLE ENG APCH AND LNDG PROCS WERE FOLLOWED TO AN UNEVENTFUL LNDG. NO FURTHER EMER OR ABNORMAL PROCS WERE REQUIRED. ALL REQUIRED CHKLISTS WERE COMPLETED AND THE FLT SEGMENT ENDED AFTER TAXIING TO REMOTE PARKING.

Data retrieved from NASA's ASRS site as of January 2009 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.