HOLD SHORT LINE FOR RWY 8R AT ATL IS ENCROACHED ON DURING ARR TAXI FOLLOWING A FLT IN A CRJ200 WITH MULTIPLE MECHANICAL PROBS.

Narrative

OUR FLT FROM DAY TO ATL; OUR DEP WAS DELAYED DUE TO A GND STOP IN ATL; APPROX 40 MINS. JUST AFTER CLB CHKLIST WAS COMPLETED; WE RECEIVED AN IDG #1 CAUTION MESSAGE. THE MESSAGE APPEARED FOR 2-3 SECONDS (?) AND DISAPPEARED. ABOUT 1 MIN LATER; IT APPEARED FOR THE SAME DURATION. AT THIS POINT THE CREW ELECTED TO REVIEW THE QRH AND TO MONITOR THE CONDITION. AS WE CLBED THROUGH 10000 FT AND COMPLETED THAT CHKLIST; THE MESSAGE APPEARED AGAIN FOR ABOUT THE 4TH TIME. WE ELECTED TO CONTACT MAINT CTL IN CVG ON THEIR LCL FREQ TO DISCUSS THE ISSUE WITH THEM AS THE ITEM WAS INTERMITTENT. WE WERE TOLD TO FOLLOW THE QRH AND THAT THEY WOULD HAVE MAINT MEET THE ACFT IN ATL. QRH WAS COMPLIED WITH AND DISPATCH WAS NOTIFIED ABOUT THE SIT INCLUDING THE APU CONTINUOUS OP AND THE LOWER REQUIRED ALT. A QUICK CHK BY DISPATCH REVEALED ALL FUEL BURN NUMBERS TO BE ACCEPTABLE AND WE CONTINUED ON TO ATL. SHORTLY AFTER REACHING CRUISE ALT AND COMPLETING THE CHKLIST; A STATUS MESSAGE 'L PACK OFF' WAS NOTED ON THE EICAS. SWITCH POS WAS VERIFIED TO BE CORRECT SO WE LOOKED AT THE CIRCUIT BREAKERS ON CIRCUIT BREAKER PANEL #1. CIRCUIT BREAKER PANEL #J1 FOR THE L PACK WAS TRIPPED. ALSO NOTICED WAS THE POPPED CIRCUIT BREAKER #K1 (SMOKE DETECTOR). MY SHOULDER BELTS WERE STILL ATTACHED SO THIS WAS NOT A 'SHOULDER BELT FOUL.' ANOTHER LCL CALL TO MAINT CTL WAS MADE. AFTER THE CONVERSATION; THE CREW DETERMINED WITH THE FLT ATTENDANT THAT THE LAVATORY SMOKE DETECTOR INDICATOR LIGHT WAS INOP. AS A RESULT OF THIS; I MADE AN ANNOUNCEMENT THAT WE WERE CURTAILING ALL USAGE OF THE LAVATORY. AS WE BEGAN OUR DSCNT INTO ATL; WE NOTICED THAT THE L ENG OIL PRESSURE WAS LOWER THAN THE R ENG. SINCE THE PRESSURE WAS WITHIN NORMAL RANGE; W CONTINUED ON WITH THE CREW MEMBER'S REMARK THAT WE WOULD HAVE THAT CHKED IN ATL ALSO. WX IN ATL WAS RPTED AS 1/16 MI VISIBILITY; BUT THE RVR WAS RPTED AT 3500 FT OR GREATER. THE APCH (ILS RWY 8L) WAS NORMAL UNTIL ABOUT 800 FT AGL WHEN WE RECEIVED A 'MASTER WARNING/TRIPLE CHIME' WITH THE AURAL 'ENG OIL.' THIS INTERRUPTED THE '500 FT ABOVE' CALL. CREW MUTUALLY AGREED THAT THE BEST COURSE OF ACTION WAS TO CONTINUE IN AND TO LAND AS THE OIL PRESSURE GAUGE WAS READING 33 LBS ON THE L ENG. A CALL WAS MADE TO ATL TWR TO ADVISE THEM OF THE LOW OIL PRESSURE AND WE DECLINED ADDITIONAL ASSISTANCE. LNDG WAS NORMAL. I DID NOT USE THE REVERSERS IN AN EFFORT TO KEEP THE ENG RPM'S TO A MINIMUM. WE TAXIED CLR AND THEN PERFORMED THE QRH PROCS WHICH INVOLVED SHUTTING DOWN THE L ENG. DURING THE TAXI IN; WE WERE INSTRUCTED TO HOLD SHORT OF RWY 8R AT TXWY D. THE ACFT WAS STOPPED A LITTLE LATE. AS A RESULT OF THIS; THE RADOME OF THE ACFT WAS INFRINGING ON A VERT PLANE OF THE YELLOW HOLD SHORT LINE. THE NOSEWHEEL DID NOT INFRINGE UPON THIS AREA. WHEN I STOPPED AND LOOKED AT THE LINE; I HAD TO LOOK FORWARD OF MY POS TO SEE THE TXWY SIDE OF THE HOLD SHORT LINE. WE DID NOT RECEIVE ANY REMARKS FROM THE TWR CTLR. A MIN OR SO LATER; WE RECEIVED A XING CLRNC. THE ACFT WAS TAXIED TO THE GATE AND A CELL PHONE CALL WAS MADE TO MAINT CTL AS WELL AS TO THE CHIEF PLT'S OFFICE. DURING THE TIME WE WERE WITH THE ACFT; THE MAINT PEOPLE IN ATL TOLD ME THAT THEY ADDED 6 QUARTS TO THE ENG. APPARENTLY THE IDG #1 HAD SOME SVC/REPLACEMENT ITEMS PERFORMED ON IT THE PREVIOUS EVENING IN DAY. THE HOLD SHORT LINE ON TXWY D; ON THE N SIDE OF RWY 8R; IS ABOUT 75 FT AWAY FROM THE EDGE OF THE RWY AT THE EDGE OF THE TXWY. THE LINE IS A DIAGONAL LINE WHICH FORMS A 'V' POINTING AWAY FROM THE RWY EDGE. THE POINT OF THIS 'V' IS IN THE CTR OF THE TXWY AND ABOUT 20 FT FURTHER AWAY FROM THE EDGE OF THE TXWY. WE STOPPED ABOUT 35 FT FROM THE E SIDE OF THE TXWY; WHICH I BELIEVE TO BE ABOUT 100 FT WIDE.