We only have 1 nightstopper and sometimes 4 people on shift, but only 2 approved and it's not unusual for no-one to cover if one of the approved persons is off.
we recently had a conehead and 2 trainees drop an engine and refit it (for access) and the guy who signed for it had had nothing at all to do with the job, except run it before it flew full of people.
Our management seem happy to leave shift cover exposed in this way constantly and its not unusual for engine changes, 2A checks and other unscheduled and scheduled hangar inputs to go ahead with whole shifts having no A+C cover.
But if there are on-going avionic defects, then they get left until there is cover back in or at another base.
A while ago we had a large influx of contractors to cover our shortfall, but now there are only a few. We have taken on a load of engineers from another airline, but they have little experience on type so they are being thrown in at the deep end.
Time and time again the majority of the work is being done by a handful of people, being called in on days off or having to sign work they have had no input in. I for one refuse to do this, and refuse unreasonable requests to come in on my days off, so I have been labelled by management.
I expect my workload to lighten when the new lads get their approvals, but its going to be a slog until then - unless I change to be a conehead (that's avionic if youre unsure).
...and that's all I have to say about that.