FLC OF AN MDT TURBOPROP COMMUTER RETURNED TO LAND AFTER ONE OF THE ENG'S OIL PRESSURE WAS FLUCTUATING.

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WE BEGAN OUR TKOF ROLL. AT APPROX 85 KIAS; WE RECEIVED A MOMENTARY MASTER WARNING LIGHT AND A #2 ENG OIL PRESSURE WARNING LIGHT. THESE LIGHTS ILLUMINATED; THEN EXTINGUISHED. AT THAT POINT WE INITIATED AN ABORT. AT THE TIME OF THE WARNING LIGHTS; ALL ENG GAUGES FOR THE #2 ENG INDICATED NORMAL. WE TAXIED CLR OF THE ACTIVE RWY AND PERFORMED A FULL PWR RUN-UP WITH ALL ENG GAUGES INDICATING NORMAL. WE TAXIED BACK FOR ANOTHER TKOF. ON CLBOUT; AT APPROX 1000 FT AGL; THE #2 ENG OIL PRESSURE GAUGE BEGAN TO FLUCTUATE; BUT NO MASTER WARNING OR #2 ENG OIL PRESSURE WARNING LIGHTS ILLUMINATED. THE DECISION WAS MADE TO RETURN TO KEY WEST ARPT. THE ON-CALL MECH VISUALLY INSPECTED THE #2 ENG BUT FOUND NO PROB. 3 QUARTS OF OIL WERE ADDED TO THE ENG. AFTER BEING SIGNED OFF BY THE MECH; WE COMPLETED THE TRIP TO MIAMI AND COMPLETED OUR SCHEDULE WITH THAT ACFT WITH NO FURTHER PROBS. I FEEL THE AIRLINE COULD OFFER MORE OPS TRAINING TO NEW HIRES AND VETERAN EMPLOYEES ON HOW TO HANDLE THE AFTERMATH OF AN ABORTED TKOF.