Mechanic failed to replace engine oil cap after servicing large transport at the ramp. Oil loss noti...

Attributes
ACN	95449
Time
Date	198809
Day	Thu
Local Time Of Day	1801 To 2400
Place
Locale Reference	airport : mci
State Reference	MO
Altitude	agl bound lower : 0 agl bound upper : 0
Environment
Light	Night
Aircraft 1
Operator	common carrier : air carrier
Make Model Name	Large Transport, Low Wing, 3 Turbojet Eng
Flight Phase	ground : parked ground : preflight
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	other personnel other
Qualification	other other : other
ASRS Report	95449
Events
Anomaly	non adherence other other anomaly other
Independent Detector	aircraft equipment other aircraft equipment : unspecified
Resolutory Action	none taken : unable
Consequence	Other
Supplementary
Primary Problem	Airport
Air Traffic Incident	other

Narrative:

While performing a routine terminal check I serviced all 3 engines on an large transport. After servicing #3 engine oil and CSD oil I closed both panels and failed to reinstall the #2 engine oil tank cap. In flight the #2 engine oil tank dropped to 1.5 gals. The crew was experienced and did not shut down #2 because the oil level stabilized at 1.5 gals. When servicing #2 engine oil my personal habit was to hang the oil cap on the drainline aft and just below the oil fill scupper cup, which makes it possible to shut oil service door and not reinstall the cap. Unlike #1 and #3 engine, the oil door cannot be closed with the cap in this position. To correct this problem I now place #3 engine oil cap next to my screwdriver on the lift truck used for engine servicing. I believe a modification to #2 oil service door where a mechanic could place the oil cap in such a way that the door could not be closed west/O installing the cap would remedy this problem. At the station where I work we are grossly understaffed and the mechanics have little time to turn a flight around. I am averaging 130-140 hours in a 2-WK pay period because of the workload and manpwr. I believe under these conditions mistakes are going to be made until the manpwr catches the workload.

Original NASA ASRS Text

Title: MECHANIC FAILED TO REPLACE ENGINE OIL CAP AFTER SERVICING LGT AT THE RAMP. OIL LOSS NOTICED INFLT, BUT FLT CREW WAS ABLE TO KEEP ENGINE RUNNING.

Narrative: WHILE PERFORMING A ROUTINE TERMINAL CHK I SERVICED ALL 3 ENGS ON AN LGT. AFTER SERVICING #3 ENG OIL AND CSD OIL I CLOSED BOTH PANELS AND FAILED TO REINSTALL THE #2 ENG OIL TANK CAP. IN FLT THE #2 ENG OIL TANK DROPPED TO 1.5 GALS. THE CREW WAS EXPERIENCED AND DID NOT SHUT DOWN #2 BECAUSE THE OIL LEVEL STABILIZED AT 1.5 GALS. WHEN SERVICING #2 ENG OIL MY PERSONAL HABIT WAS TO HANG THE OIL CAP ON THE DRAINLINE AFT AND JUST BELOW THE OIL FILL SCUPPER CUP, WHICH MAKES IT POSSIBLE TO SHUT OIL SVC DOOR AND NOT REINSTALL THE CAP. UNLIKE #1 AND #3 ENG, THE OIL DOOR CANNOT BE CLOSED WITH THE CAP IN THIS POS. TO CORRECT THIS PROB I NOW PLACE #3 ENG OIL CAP NEXT TO MY SCREWDRIVER ON THE LIFT TRUCK USED FOR ENG SERVICING. I BELIEVE A MODIFICATION TO #2 OIL SVC DOOR WHERE A MECH COULD PLACE THE OIL CAP IN SUCH A WAY THAT THE DOOR COULD NOT BE CLOSED W/O INSTALLING THE CAP WOULD REMEDY THIS PROB. AT THE STATION WHERE I WORK WE ARE GROSSLY UNDERSTAFFED AND THE MECHS HAVE LITTLE TIME TO TURN A FLT AROUND. I AM AVERAGING 130-140 HRS IN A 2-WK PAY PERIOD BECAUSE OF THE WORKLOAD AND MANPWR. I BELIEVE UNDER THESE CONDITIONS MISTAKES ARE GOING TO BE MADE UNTIL THE MANPWR CATCHES THE WORKLOAD.

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.

Mechanic failed to replace engine oil cap after servicing large transport at the ramp. Oil loss noticed in-flight, but flight crew was able to keep engine running.