ATR-42 flight crew reported a loss of oil pressure in the #2 engine after take off; resulting in an engine shutdown; and a return to the departure airport.
Synopsis
ATR-42 flight crew reported a loss of oil pressure in the #2 engine after take off; resulting in an engine shutdown; and a return to the departure airport.
Narrative
On Day 0; flight crew on Company Aircraft X ZZZ to ZZZ1 shut down engine 2 in the air after takeoff due to low oil pressure. Around 1200ft agl Flight crew had a master warning indicating low oil pressure. The Captain turned to the system page and identified that the engine 2 oil pressure was indicating 30 psi. Using PIC and Captain's authority; the Captain decided it was best to shut down the engine. The flight crew identified the affected engine and shut down engine 2. After securing the engine the flight crew [requested priority handling] with ATC. Company dispatched and ground operations were advised of the [priority handling] aircraft by the flight crew. The Flight Attendant and passengers were advised by the PIC of what has happened and the intentions of the crew. Flight crew told ATC that they wanted to return to ZZZ. While being vectored for the ils XXL into ZZZ the aircraft had a miss trim master caution. Crew ran the checklist and turned the autopilot back on which then created a large yawing action and full rudder deflection by the autopilot. The Captain disconnected the autopilot and hand flew the aircraft. At this time the flight crew requested to come straight in for the ILS XXL. Flight crew was aware that this would cause them to touch down over max landing weight. Flight touched down smooth and safely on the runway with the use of minimal breaking. Emergency vehicles follow the aircraft to inspect and make sure the aircraft was in a safe condition. At the time of touchdown the aircraft was 100 pounds over max landing weight. Aircraft was able to taxi to the gate under its own power and safely deplane the passengers.Cause: Lack of oil in the engine.Suggestion: An increase in maintenance procedures for checking engine oil.
Second reporter narrative
After takeoff on Runway XXL from ZZZ; operating as Company Aircraft X; the aircraft was climbing through 1200 feet AGL on a 060 heading. We received a low oil pressure warning for the #2 engine. We turned to the system page and identified that the engine 2 oil pressure was indicating 30 psi. Using PIC authority and CRM; I decided it was best to shut down and secure the engine. The flight crew identified the affected engine and shut down engine 2 using SOPs. After securing the engine; we [requested priority handling] with ATC and received a vector for the downwind. Company Dispatch; the Flight Attendant; and ground operations were advised of the [priority handling] by the flight crew. The cabin was advised of the situation and that we were returning to the field. We advised ATC of our plan to return to ZZZ; but we were currently overweight and needed to burn fuel for roughly 20 minutes. While being vectored to burn fuel; the aircraft had a mistrim master caution for the rudder. We ran the electronic checklist for the mistrim; and after disengaging; retrimming; and reengaging the yaw dampener; this created a large yawing motion and near full rudder deflection by the yaw dampener. As the pilot flying; I disconnected the yaw dampener and hand-flew the aircraft. We were aware that we were still overweight by around 100 pounds over our maximum landing weight; but with the malfunctioning yaw dampener; we made the decision to head directly to the airport and initiate the approach for XXL. The aircraft touched down smoothly and safely on the runway and used minimal braking. Emergency vehicles were waiting to inspect us after exiting the runway; they didn't notice anything on the exterior to be a hazard and cleared us to taxi back to the gate. We offloaded the passengers into the terminal after securing our ground crew and equipment.Cause: Upon later inspection; the mechanic found the #2 engine to be approximately 8 quarts low on oil. I'm not aware of the servicing record for the oil prior but the mechanic that inspected said it must have been overlooked or maybe serviced while the oil was too hot. Suggestions: I think there should be a more standard way of servicing the oil; more exact than current. Have a set amount of time to cool and settle before servicing maybe.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.