Regional Jet 200 ER/LR (CRJ200)
Flight Crew Air Transport Pilot (ATP)
Troubleshooting; Communication Breakdown; Situational Awareness; Training / Qualification
Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Flight Crew Inflight Shutdown
Aircraft; Human Factors
While climbing thru 29;000 FT the engine oil master warning came on. We transferred radio to First Officer flying and I ran the QRH. The First Officer coordinated descent below 29;000 FT. At the point in the QRH that said to shut the engine down the First Officer and I discussed indications we were seeing on that engine. We had the engine at idle per the QRH. The Engine ITT was in the mid 300 range. The engine oil temp was below the right engine. The VIB gauge showed normal indications. At that point we both believed it could be an indication problem. I contacted Maintenance both via ACARS and by voice. The ACARS response was to shut the engine down at the same time that; over radio; they said it was the Captain's decision. Right after we signed off; the VIB gauge went to all dashes and then came back; still normal. At that point we decided even if it was a gauge it was best to shut it down. We proceeded to our destination and landed single engine without further incident.I later learned the master warning and oil pressure gauge were independent. The First Officer and I believed we were getting the master warning due to the pressure gauge showing zero. I think it would benefit the pilot group to point this out and learn from my experience. I believed at the time I was trying to think thru the problem and determine if we were looking at a false indication or gauge. I regret to learn my hesitation in shutting the engine down sooner rather than later may have damaged the engine. I think my 10;000+ hours and 2;500+ hours teaching in the CRJ made me want to think my way thru and evaluate the situation instead of immediately complying with the QRH to the letter in a timely manner. This is a good reminder to be more expeditious in following the QRH and maybe talking to Maintenance about restarting after a shutdown; if we believed it was just a gauge.
When a CRJ-100 flight crew was confronted with engine oil pressure warnings the Captain; a training instructor pilot with great experience in type; initially delayed shutting down the engine per the QRH; believing the indicators may have been faulty; rather than the engine. Subsequent self-evaluation caused him to question the delay; concerned that damage could have occurred while he dithered.