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.

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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.