Narrative:

When I arrived at the aircraft before departure; I was notified by the captain that we were on a maintenance delay. I was told by the captain that mechanics were replacing an engine driven hydraulic pump on our #2 engine. After the work was completed; mechanics performed an engine start on the #2 engine at the gate and left the engine running at idle for approximately 2 minutes. Mechanics then signed the appropriate paperwork and released the aircraft back into service. We boarded the aircraft and departed. Approximately 25 minutes before arriving at our destination; I noticed the #2 engine oil pressure readout on the EICAS 1 screen turn amber. I brought this to the attention of the captain and he suggested we continue; keeping an eye on the oil pressure along the way. Oil pressure continued to decline. At 31 psi on the #2 engine; the captain pulled out his manual and began to review the procedure for low oil pressure. Procedure advised us to shut down the affected engine if oil pressure drops below 25 psi. As oil pressure neared 25 psi; I queried the captain as to if we would shut down the engine if 25 psi was reached. He seemed hesitant and suggested we pull the thrust lever to idle to see if that remedies the problem. I retarded the thrust lever to idle. At this time we were descending on the arrival and were approximately 15 minutes from our destination. Shortly after retarding the thrust lever; 25 psi was reached. We received a flashing master warning light triple chime; aural alert 'engine oil' and right engine oil pressure warning message on the EICAS display. I suggested to the captain we shut down the engine per cfm procedures. The captain; still hesitant to shut down the engine; suggested we wait to see if it drops below 25 psi. At this point; I checked the engine quantity on a synoptic page and noted that engine oil quantity in our #2 engine was at 15%. I told the captain that it appeared we were losing oil and doing so rapidly and suggested again we shut down the engine per cfm procedures. The captain agreed and we ran the appropriate checklists shutting down the engine inflight and declared an emergency with approach. The landing was uneventful and we were able to taxi to our gate under our own power. Mechanics that inspected the engine in ZZZ said that the pump was not placed properly on the engine; causing a seal to be ineffective and for the oil to leak. Personally; I feel this incident was caused by the extreme pressure placed on company mechanics to get a job done quickly to prevent delays. Mechanics noted to me before we departed that they were working as quickly as possible in an effort to keep the flight from being delayed. I feel that this intense pressure to get the job done fast led to the improper installation of the hydraulic pump and eventually to our inflight engine shutdown. It is my opinion that any time engine work is done in which pressure seals are removed and reinstalled or replaced; should require an extensive engine run-up to takeoff power; as opposed to starting an engine and letting it run at idle thrust at the gate. After the pump was repaired; we were required to run the engine for 15 minutes at takeoff power before we were allowed to depart. Why wasn't this the case in ZZZ1? It was the same job. I understand the airlines need to depart on-time as often as possible; but passenger and crew lives should never be put in jeopardy in order to do so.

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Original NASA ASRS Text

Title: CRJ900 First Officer reports in-flight shut down for low oil pressure after the engine driven hydraulic pump had been replaced just prior to departure. Post flight inspection revealed the pump had been improperly installed allowing the engine oil to leak.

Narrative: When I arrived at the aircraft before departure; I was notified by the Captain that we were on a maintenance delay. I was told by the Captain that mechanics were replacing an engine driven hydraulic pump on our #2 engine. After the work was completed; mechanics performed an engine start on the #2 engine at the gate and left the engine running at idle for approximately 2 minutes. Mechanics then signed the appropriate paperwork and released the aircraft back into service. We boarded the aircraft and departed. Approximately 25 minutes before arriving at our destination; I noticed the #2 engine oil pressure readout on the EICAS 1 screen turn amber. I brought this to the attention of the Captain and he suggested we continue; keeping an eye on the oil pressure along the way. Oil pressure continued to decline. At 31 PSI on the #2 engine; the Captain pulled out his manual and began to review the procedure for low oil pressure. Procedure advised us to shut down the affected engine if oil pressure drops below 25 PSI. As oil pressure neared 25 PSI; I queried the Captain as to if we would shut down the engine if 25 PSI was reached. He seemed hesitant and suggested we pull the thrust lever to idle to see if that remedies the problem. I retarded the thrust lever to idle. At this time we were descending on the arrival and were approximately 15 minutes from our destination. Shortly after retarding the thrust lever; 25 PSI was reached. We received a flashing master warning light triple chime; aural alert 'engine oil' and R Engine Oil Pressure Warning message on the EICAS display. I suggested to the Captain we shut down the engine per CFM procedures. The Captain; still hesitant to shut down the engine; suggested we wait to see if it drops below 25 PSI. At this point; I checked the engine quantity on a synoptic page and noted that engine oil quantity in our #2 engine was at 15%. I told the Captain that it appeared we were losing oil and doing so rapidly and suggested again we shut down the engine per CFM procedures. The Captain agreed and we ran the appropriate checklists shutting down the engine inflight and declared an emergency with Approach. The landing was uneventful and we were able to taxi to our gate under our own power. Mechanics that inspected the engine in ZZZ said that the pump was not placed properly on the engine; causing a seal to be ineffective and for the oil to leak. Personally; I feel this incident was caused by the extreme pressure placed on company mechanics to get a job done quickly to prevent delays. Mechanics noted to me before we departed that they were working as quickly as possible in an effort to keep the flight from being delayed. I feel that this intense pressure to get the job done fast led to the improper installation of the hydraulic pump and eventually to our inflight engine shutdown. It is my opinion that any time engine work is done in which pressure seals are removed and reinstalled or replaced; should require an extensive engine run-up to takeoff power; as opposed to starting an engine and letting it run at idle thrust at the gate. After the pump was repaired; we were required to run the engine for 15 minutes at takeoff power before we were allowed to depart. Why wasn't this the case in ZZZ1? It was the same job. I understand the airlines need to depart on-time as often as possible; but passenger and crew lives should never be put in jeopardy in order to do so.

Data retrieved from NASA's ASRS site as of April 2012 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.