Act mdt lost engine oil pressure after takeoff. In-flight engine shutdown, return land.

Attributes
ACN	117951
Time
Date	198907
Day	Sun
Local Time Of Day	1801 To 2400
Place
Locale Reference	airport : bwi
State Reference	MD
Altitude	agl bound lower : 0 agl bound upper : 1500
Environment
Flight Conditions	VMC
Light	Night
Aircraft 1
Controlling Facilities	tower : bwi
Operator	common carrier : air carrier
Make Model Name	Medium Transport, High Wing, 2 Turboprop Eng
Flight Phase	climbout : intermediate altitude
Route In Use	approach : visual enroute : on vectors
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp pilot : cfi
Experience	flight time last 90 days : 100 flight time total : 8500 flight time type : 900
ASRS Report	117951
Person 2
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : cfi pilot : commercial pilot : atp
Experience	flight time last 90 days : 200 flight time total : 2600 flight time type : 500
ASRS Report	117952
Events
Anomaly	aircraft equipment problem : critical
Independent Detector	other flight crewa
Resolutory Action	flight crew : declared emergency none taken : unable other
Consequence	Other
Supplementary
Primary Problem	Aircraft

Narrative:

Loss of engine oil pressure required shut down of #2 engine at 1000' after takeoff. VFR return for landing at bwi with a right downwind. Cleared to land any runway, tower suggested runway 33 due to our aircraft position and stated that lights would be activated on high. As airport became visible in turn to base I lined up for final on lighted runway. Tower had lit up 33R while dimming all other runways. Our aircraft weight required the use of runway 33L, and our aircraft never use runway 33R at bwi. A single engine go around was required for a return to runway 15R. Tower had positioned equipment on 33L, and lit up 33R, which is a long drive for a fire truck. Runway 33R was the only runway visible to me in my turn from base to final. Supplemental information from acn 117952: tower instructed crew to fly 100 degree heading for downwind VFR return to runway 28. By the time we completed all our checklists and turned base leg we were too tight to get to runway 28 and tower suggested we go for 33L. Tower also said the lights for 33L would be full bright. We did not get the airport visually until approximately 4 DME. The captain the bright lights were on 33R and not 33L.

Original NASA ASRS Text

Title: ACT MDT LOST ENGINE OIL PRESSURE AFTER TKOF. INFLT ENGINE SHUTDOWN, RETURN LAND.

Narrative: LOSS OF ENG OIL PRESSURE REQUIRED SHUT DOWN OF #2 ENG AT 1000' AFTER TKOF. VFR RETURN FOR LNDG AT BWI WITH A RIGHT DOWNWIND. CLRED TO LAND ANY RWY, TWR SUGGESTED RWY 33 DUE TO OUR ACFT POS AND STATED THAT LIGHTS WOULD BE ACTIVATED ON HIGH. AS ARPT BECAME VISIBLE IN TURN TO BASE I LINED UP FOR FINAL ON LIGHTED RWY. TWR HAD LIT UP 33R WHILE DIMMING ALL OTHER RWYS. OUR ACFT WT REQUIRED THE USE OF RWY 33L, AND OUR ACFT NEVER USE RWY 33R AT BWI. A SINGLE ENG GAR WAS REQUIRED FOR A RETURN TO RWY 15R. TWR HAD POSITIONED EQUIP ON 33L, AND LIT UP 33R, WHICH IS A LONG DRIVE FOR A FIRE TRUCK. RWY 33R WAS THE ONLY RWY VISIBLE TO ME IN MY TURN FROM BASE TO FINAL. SUPPLEMENTAL INFO FROM ACN 117952: TWR INSTRUCTED CREW TO FLY 100 DEG HDG FOR DOWNWIND VFR RETURN TO RWY 28. BY THE TIME WE COMPLETED ALL OUR CHKLISTS AND TURNED BASE LEG WE WERE TOO TIGHT TO GET TO RWY 28 AND TWR SUGGESTED WE GO FOR 33L. TWR ALSO SAID THE LIGHTS FOR 33L WOULD BE FULL BRIGHT. WE DID NOT GET THE ARPT VISUALLY UNTIL APPROX 4 DME. THE CAPT THE BRIGHT LIGHTS WERE ON 33R AND NOT 33L.

Data retrieved from NASA's ASRS site as of August 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.