Narrative:

On take off roll the #1 and #2 engine oil press rose to 70+. The #1 oil press began to drop as we accelerated through 50 KTS down to 60 psi; 80 KTS down to 52 psi (at which point I verbally stated to the first officer that the #1 engine oil press was dropping); 120 KTS down to 48 psi. We passed V1 and vr at which point the #1 engine oil psi stabilized until after reaching several thousand feet at which time it dropped to 39 psi. After take off checks complete I handed the radios to the first officer and told him I was going to contact maintenance . I told them of this oil pressure anomaly and they were completely oblivious of our engine oil press limitation of 45 psi minimum on take off. We explained that we never got a message because the oil pressure never dropped below 26 psi. Maintenance stated that they had just topped off this engine oil which was unusual because this aircraft had just come from a maintenance station on the previous flight. They said that they were monitoring this engine at which point I stated that this aircraft had an obvious problem that needed to be addressed. Both maintenance and I decided that this aircraft needed to return and be repaired. On departure; the ramp fuel was 11;800 and at this point we still had more than 11;200 pounds of fuel on board. With a ZFW of 38000 we calculated that we would have 48;700 after burning an additional 500 pounds to return to the field. The bombardier operations manual states that the CRJ200 is able land in an overweight condition up to the maximum gross weight of 53;000 pounds provided that the rate of decent at touchdown does not exceed 350 FPM and at that point will only require a simple overweight inspection for maintenance. We chose to land overweight instead of burning fuel down to 47;000 pounds on an engine that has already proven to be unreliable. The overweight landing was uneventful and touchdown was at less than 100 FPM. The aircraft was taxied to the gate with no further issues. The aircraft was written up for unstable oil pressure and an overweight landing. My scan now includes the oil pressure limitation of 45 psi and this is the first time I have seen such an anomaly. Monitor the decreasing oil press on take off roll...advise the PF of the issue because if it continued a high speed abort was becoming an increasing probability. High speed rejected take off is a very serious decision to make and execute. Hen; continued monitoring of instruments in flight and communication with the PF as well as maintenance and a combined decision to return to the field. There was an obvious issue with this engine because maintenance was monitoring it status. Perhaps having maintenance fix the low oil pressure problem before we get 50 passengers and 3 crew members on board in harm's way.

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Original NASA ASRS Text

Title: CRJ200 Captain experiences dropping oil pressure during takeoff but continues. Maintenance is contacted once safely airborne and the Captain is informed that the engine is being 'monitored' for oil issues and the flight should return to the departure airport.

Narrative: On Take Off roll the #1 and #2 engine oil press rose to 70+. The #1 oil press began to drop as we accelerated through 50 KTS down to 60 PSI; 80 KTS down to 52 PSI (at which point I verbally stated to the First Officer that the #1 engine oil press was dropping); 120 KTS down to 48 PSI. We passed V1 and VR at which point the #1 engine oil PSI stabilized until after reaching several thousand feet at which time it dropped to 39 PSI. After Take Off checks complete I handed the radios to the First Officer and told him I was going to contact Maintenance . I told them of this oil pressure anomaly and they were completely oblivious of our engine oil press limitation of 45 PSI minimum on Take Off. We explained that we never got a message because the oil pressure never dropped below 26 PSI. Maintenance stated that they had just topped off this engine oil which was unusual because this Aircraft had just come from a Maintenance station on the previous flight. They said that they were monitoring this engine at which point I stated that this Aircraft had an obvious problem that needed to be addressed. Both Maintenance and I decided that this Aircraft needed to return and be repaired. On departure; the ramp fuel was 11;800 and at this point we still had more than 11;200 LBS of fuel on board. With a ZFW of 38000 we calculated that we would have 48;700 after burning an additional 500 LBS to return to the field. The Bombardier Operations Manual states that the CRJ200 is able land in an overweight condition up to the maximum gross weight of 53;000 LBS provided that the rate of decent at touchdown does not exceed 350 FPM and at that point will only require a simple overweight inspection for Maintenance. We chose to land overweight instead of burning fuel down to 47;000 LBS on an engine that has already proven to be unreliable. The overweight landing was uneventful and touchdown was at less than 100 FPM. The Aircraft was taxied to the gate with no further issues. The Aircraft was written up for unstable oil pressure and an overweight landing. My scan now includes the oil pressure limitation of 45 PSI and this is the first time I have seen such an anomaly. Monitor the decreasing oil press on Take Off roll...advise the PF of the issue because if it continued a high speed abort was becoming an increasing probability. High Speed rejected Take Off is a very serious decision to make and execute. hen; continued monitoring of instruments in flight and communication with the PF as well as Maintenance and a combined decision to return to the field. There was an obvious issue with this engine because Maintenance was monitoring it status. Perhaps having Maintenance fix the low oil pressure problem before we get 50 passengers and 3 crew members on board in harm's way.

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.