A DC9-30 WAS DISPATCHED IN NON COMPLIANCE WITH THE R ENG OIL FILLER CAP NOT SECURED. DISCOVERED ON ARR.

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I WAS ASSIGNED A LINE CHK ON MAY/MON/02. I DID THE ENG INSPECTION AND OIL SVCING ON BOTH ENGS. MR Z WAS THE OTHER TECHNICIAN ASSIGNED WITH ME. MR B DID THE WALKAROUND INSPECTION AND INSIDE INSPECTION. THE FIRST ENG SVCED WAS THE #1 ENG. IT TOOK 1 QUART OF MOBIL 291 OIL. I SECURED THE OIL CAP AND PULLED ON THE CHAIN ATTACHED TO THE CAP. I THEN CHKED FOR SECURITY AGAIN BY TRYING TO TWIST THE CAP OFF. I CLOSED THE ACCESS PANEL OF THE #1 ENG AND DROVE THE OIL SVCING TRUCK TO THE #2 ENG. I PROCEEDED TO SVC THE #2 ENG WITH 2 QUARTS OF OIL. I THEN SECURED THE OIL CAP; PULLED ON THE CHAIN; RECHKED FOR SECURITY AND CLOSED THE PANEL. THIS IS MY NORMAL ROUTINE FOR CHKING OIL CAPS AFTER SVCING. IN MY 17 YRS AS AN ACFT TECHNICIAN; I HAVE NEVER HAD ANY INCIDENT OR INFRACTION. DOUBLECHKING MY WORK IS SOMETHING I ALWAYS DO. ACFT MECHS FRATERNAL ASSOCIATION AND LCL MGMNT BOTH PUT OUT LETTERS CONCERNING THE RASH OF INCIDENTS LATELY. I READ THE LETTERS AND IT MADE ME EVEN MORE AWARE OF THE OIL CAP SECURITY CHK PROB. THAT IS WHY I CAN SEE MYSELF SECURING THE OIL CAP AND PANEL ON BOTH ENGS. I FIRMLY BELIEVE THAT I SECURED THE OIL CAP ON THE #2 ENG. THE ACFT WAS ON THE GND FOR OVER 12 HRS PRIOR TO THE MORNING FLT. FOR SOME REASON; THE CAP WAS REMOVED AFTER I SECURED IT. I FEEL THAT THERE ARE 2 THINGS THAT CAN BE DONE TO PREVENT A RECURRENCE IN THE FUTURE: 1) HAVE A VERIFICATION PROGRAM IMPLEMENTED WHERE A SECOND TECHNICIAN WOULD CHK FOR SECURITY OF OIL CAP ALSO. 2) CHK THE ENG OILS PRIOR TO DEP IN THE MORNING AFTER RUNNING ENG FOR AT LEAST 1 MIN.