Narrative:

At approximately XA00, received a call from aircraft that they needed right engine oil servicing. Arrived at aircraft and found that it was loaded with passenger and the jetbridge was pulled back. The pilot handed me the logbook through his window. I noted the write-up and then proceeded to service the right engine with oil. Upon completion I am sure in my mind that I secured the oil cap. In-flight, the pilot noticed his oil supply for the right engine was dropping. Upon arrival at their destination, it was discovered that the right oil cap was not secured. Unfortunately, this situation has occurred with more frequency since january of this yr. This was when my company went from using cans of oil to oil pump bowsers. It might be possible that this different style of servicing which takes the technician's head and eyes further from the oil tank on the aircraft is a contributing factor in these mishaps. This problem seems to be predominantly associated with jt-8 equipped aircraft (B727/DC9). Since this problem has occurred with more frequency in the past several months, the fear of screwing up may be playing a role in this situation. The cure for this, however sad it may sound, might be to make it a 2-SIGNATURE sign-off. This same situation happened to me on the same day at approximately XC00 on a different aircraft.

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Original NASA ASRS Text

Title: A DC9-50 WAS DISPATCHED IN NON COMPLIANCE WITH THE R ENG OIL TANK CAP NOT SECURED. ACFT RPTED LOSS OF R ENG OIL.

Narrative: AT APPROX XA00, RECEIVED A CALL FROM ACFT THAT THEY NEEDED R ENG OIL SVCING. ARRIVED AT ACFT AND FOUND THAT IT WAS LOADED WITH PAX AND THE JETBRIDGE WAS PULLED BACK. THE PLT HANDED ME THE LOGBOOK THROUGH HIS WINDOW. I NOTED THE WRITE-UP AND THEN PROCEEDED TO SVC THE R ENG WITH OIL. UPON COMPLETION I AM SURE IN MY MIND THAT I SECURED THE OIL CAP. INFLT, THE PLT NOTICED HIS OIL SUPPLY FOR THE R ENG WAS DROPPING. UPON ARR AT THEIR DEST, IT WAS DISCOVERED THAT THE R OIL CAP WAS NOT SECURED. UNFORTUNATELY, THIS SIT HAS OCCURRED WITH MORE FREQ SINCE JANUARY OF THIS YR. THIS WAS WHEN MY COMPANY WENT FROM USING CANS OF OIL TO OIL PUMP BOWSERS. IT MIGHT BE POSSIBLE THAT THIS DIFFERENT STYLE OF SVCING WHICH TAKES THE TECHNICIAN'S HEAD AND EYES FURTHER FROM THE OIL TANK ON THE ACFT IS A CONTRIBUTING FACTOR IN THESE MISHAPS. THIS PROB SEEMS TO BE PREDOMINANTLY ASSOCIATED WITH JT-8 EQUIPPED ACFT (B727/DC9). SINCE THIS PROB HAS OCCURRED WITH MORE FREQUENCY IN THE PAST SEVERAL MONTHS, THE FEAR OF SCREWING UP MAY BE PLAYING A ROLE IN THIS SIT. THE CURE FOR THIS, HOWEVER SAD IT MAY SOUND, MIGHT BE TO MAKE IT A 2-SIGNATURE SIGN-OFF. THIS SAME SIT HAPPENED TO ME ON THE SAME DAY AT APPROX XC00 ON A DIFFERENT ACFT.

Data retrieved from NASA's ASRS site as of July 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.