FLC OF A BAE4100 JETSTREAM BA41; SHUT DOWN THE R ENG DURING CRUISE DUE TO LOSS OF OIL PRESSURE AND DIVERTED TO LAND. POSTFLT INSPECTION DISCLOSED THAT ALL THE ENG OIL WAS LOST DUE TO A FAULTY OIL PRESSURE TRANSDUCER.

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I WAS THE CAPT OF A SCHEDULED FAR PART 121 FLT FROM JFK TO RIC. WE WERE CRUISING AT 16000 FT APPROX 20 MI NE OF PXT VOR; WHEN I NOTICED THE R ENG OIL PRESSURE GAUGE FLUCTUATING DOWN TO 0 PSI. I CALLED FOR THE LOW OIL PRESSURE CHKLIST. AS MY FO WAS GOING THROUGH IT; AND ABOUT 30-60 SECONDS AFTER I FIRST NOTICED THE PRESSURE DROP; A RED LIGHT ON THE CAPTION PANEL 'R OIL PRESSURE' ILLUMINATED. I EXECUTED THE MEMORY ITEMS FOR INFLT ENG SHUTDOWN FOLLOWED BY THE CHKLIST. EMER WAS DECLARED WITH ZDC. I DECIDED TO LAND AT NHK (PATUXENT RIVER NAVY ARPT). ON INITIAL CONTACT WITH NHK WE GOT THE CURRENT WX; RWYS; FIRE AND RESCUE INFO. I DECIDED TO CONTINUE WITH A VISUAL APCH TO RWY 24 AND WE ASKED FOR THE FIRE TRUCKS TO STAND BY. OUR FLT ATTENDANT WAS CONTACTED AND ADVISED OF THE SIT. SHE INFORMED US THE ACM; WHO IS A PLT; OFFERED HIS HELP IF NEEDED. SINCE WE HAD FINISHED ALL THE REQUIRED TASKS AND STILL HAD TIME DURING THE DSCNT; WE NOTIFIED OUR COMPANY OF THE SIT AND OUR INTENTIONS. THE LNDG WAS UNEVENTFUL. THE PAX WERE BUSSED TO RIC. COMPANY MECHS DETERMINED THE OIL LOSS WAS DUE TO A BAD OIL PRESSURE TRANSDUCER AND REPLACED IT. WE FLEW THE AIRPLANE TO JFK VIA DCA THE FOLLOWING DAY. AT OUR COMPANY I AM AWARE OF 3-4 INFLT SHUTDOWNS IN THE BAE4100 DUE TO OIL LOSS. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: RPTR STATED THAT HE HAD MADE A POSTFLT INSPECTION OF THE ACFT REVEALING A LOSS OF THE OIL IN THE R ENG. HE FURTHER STATED THAT MAINT REMARKED THAT THEY MUST HAVE RECEIVED A BAD BATCH OF OIL PRESSURE TRANSDUCERS SINCE THERE HAD BEEN OTHER INCIDENTS OF INFLT ENG SHUTDOWNS DUE TO ENG LOSS OF OIL. IN FACT; THE RPTR SAID THAT THE SAME ENG WAS SHUT DOWN BY ANOTHER CAPT DURING APCH FOR THE SAME REASON WITHIN 2 DAYS AFTER THE OIL TRANSDUCER HAD BEEN REPLACED AFTER HIS FLT.