MD90 CAPTAIN RETURNS TO ARPT DUE TO AN OIL STRAINER CLOGGED MESSAGE. LATER DISCOVERS CHECKLIST FOR THE WRONG MODEL ACFT WAS EMPLOYED.

Narrative

SHORTLY AFTER TKOF; JUST AS THE LNDG GEAR WAS RETRACTED; AN INTERMITTENT L OIL STRAINER CLOG MESSAGE APPEARED ON THE OVERHEAD ANNUNCIATOR PANEL. AFTER WE CLEANED THE ACFT UP; THE PF ENGAGED THE AUTOPLT AND TOOK THE RADIOS WHILE I; THE PLT MONITORING; REFERRED TO THE CHKLIST FOR THE OVERHEAD ANNUNCIATOR PANEL ANNUNCIATION. THE CHKLIST DIRECTED ME TO REDUCE THE THROTTLE SLOWLY UNTIL THE MESSAGE WENT AWAY. AT APPROX 65% N1; THE MESSAGE WENT AWAY. HAD THE MESSAGE NOT GONE AWAY; THE CHKLIST RECOMMENDED SHUTTING THE ENG DOWN. WITH THE L ENG AT APPROX HALF THRUST; I CAME TO THE CONCLUSION THAT WE SHOULDN'T CONTINUE TO OUR DEST. THE PF ASKED ATC TO LEVEL OFF AT 14000 FT MSL AND FOR VECTORS BACK TO A LNDG AT OUR ORIGIN ARPT. WE CALLED THE COMPANY; TALKED TO THE FLT ATTENDANTS AND MADE A PA TO THE PAX. WE DID NOT DECLARE AN EMER. THE PF COMPLETED AN UNEVENTFUL VISUAL APCH AND LNDG 2000 LBS BELOW OUR MAX LNDG WT. MAINT COMPLIED WITH THE MEL REQUIREMENTS; RETURNED THE ACFT TO SVC AND WE WERE ON OUR WAY TO OUR ORIGINAL DEST WITH NEW DISPATCH PAPERWORK ABOUT 1 HR 45 MINS LATE. THE NEXT MORNING; I STARTED TO FILL OUT THE REQUIRED COMPANY RPT TO DOCUMENT THIS IRREGULAR OP. WHEN I REFED THE CHKLIST TO GET THE TERMINOLOGY CORRECT FOR THE RPT; I REALIZED I HAD BASED MY DECISION TO RETURN TO THE DEP ARPT ON THE WRONG CHKLIST. THE MD88 PROC DIRECTED RETARDING THE THROTTLE TO IDLE UNTIL THE MESSAGE WENT AWAY; WHILE THE MD90 PROC SAYS TO CONTINUE NORMAL ENG OP WHILE MONITORING THE OIL SYS.