AN MD80 HAD THE R ENG OIL PRESSURE REGULATOR ADJUSTED DUE TO RPTED LOW OIL PRESSURE. THE AIRPLANE LATER RETURNED TO THE GATE WITH THE R ENG SHUT DOWN.

Narrative

AFTER ACFT X HAD JUST LEFT THE GATE WHEN I REMEMBERED THAT WE WERE SUPPOSED TO RII THE OIL PRESSURE RELIEF VALVE. THE ACFT WAS AN AIR RETURN SO WE WERE ABLE TO SIGN THE APPROPRIATE BLOCK BEFORE THE ACFT DEPARTED AGAIN. THE ACFT CREW HAD CALLED IN A RPT ABOUT THE R-HAND ENG HAVING LOW IDLE OIL PRESSURE BEFORE COMING TO THE GATE AT ZZZ. WE DEBRIEFED THE CREW AT THE GATE ABOUT THE SQUAWK AND MYSELF AND ANOTHER MECH ADDRESSED THE PROB AFTER CHKING THE ACFT OIL SYS FOR HISTORY WHICH WE FOUND NONE. WE ADJUSTED THE R-HAND ENG OIL PRESSURE IN ACCORDANCE WITH THE MAINT MANUAL. WE RAN THE ENG DURING OUR ADJUSTMENT AND NOTICED THAT THE OIL PRESSURE WAS ALREADY IN LIMITS; ON THE LOW SIDE. THE OIL TEMP HAD COOLED OFF SO WE RAN IT TO BRING IT UP TO 100 DEGS AS PER MAINT MANUAL; THEN ADJUSTED IT TO THE NORMAL RANGE OF 42-45 PSI. THIS PROC IS VERY ROUTINE AND NO PROBS WITH THE ENG WAS NOTICED AT THE TIME. THE ACFT CALLED BACK TO MAINT AFTER DEP ABOUT OIL PRESSURE TOO HIGH. DURING THE CONVERSATION THE CREW HAD SAID THAT THE OIL QUANTITY AND PRESSURE WAS STABILIZING AND SAID FORGET IT OR SOMETHING. THE NEXT THING WE KNOW THE ACFT HAD RETURNED TO ZZZ WITH 1 ENG OUT.