Why don't you quit assuming 700. Personally when assigned to a hardbroke aircraft that had to fly the next day lounging around or taking naps was not a personal or professional option. There is a certain amount of pride fixing an aircraft so it can make the schedule whether it be a individual effort or team effort.
I've not commented on flight crews because I haven't walked in their shoes. That being said, a flight crew is a team and mechanics don't always work in teams. Certainely a pilot should not be asked to work 24 hours without crew rest somewhere inbetween :closedeyes: . That goes for FAs to. Some routes require more than 12 hours of duty. Two pilots and multiple FAs on duty doesn't diminish the individual fatigue factor but there could be opportunity to rest while the other team members continue working. Such opportunities may or may not present themselves to mechanics because mechanics don't always work in teams. That being said, a pilot or FA catching a catnap on a 12 plus hour flight doesn't go against personal moral fabric like a mechanic napping on the job would or even a parts clerk. If a sup :cop: gives the okay for a mechanic to take a nap after, 16 hours, or whatever it may be, then maybe this is not an issue B)
You've brought up some good points, but I'm curious...have you ever worked 12 plus or 16 plus hours straight as a mechanic on night shift or any shift for that matter? If the answer to is no, what experience do you have to not have a problem? I've worked supply and was an avionics tech and I can assure you the risk factor for a mishap to occur when working 16 plus hours is much lower for a supply clerk issuing a flight control actuator when compared to a mechanic changing out the same flight control actuator on a passenger aircraft...don't ya think B)
