1968 - OJT Training (On the Job Training)

This is Ed Fouche's OJT Training (On the Job Training) For his "five level upgrade" 

 
 

1970 - Training Certificate: Solid State Devices

Filename: TR-FTD Solid State Devices-1970 
In the late 60s and early 70s we rapidly transitioned from tube devices to solid state devices on more modern aircraft’s avionics systems like the F-111s at the time and the AGE and AIS (Avionics Intermediate Shops) and the Automatic and Manual Test Equipment. 

You get very basic soldering training at your basic ‘3’ level technical school.

After you arrive to your first Avionics or other type electronics shop you get further advanced soldering techniques at the local FTD (Field Training Detachment) for your ‘5’ level upgrade training.

The last (NASA training course) soldering training I had as a SSgt ‘7’ level, was for repairing multilevel circuit cards with surface mounted solid state devices on them. Some of the training included how to go into a molded electronic modules and cut away the resin to replace components.

 
 
Solid State Devices 
Filename: TR-FTD Solid State Devices-1970 In the late 60s and early 70s we rapidly transitioned from tube devices to solid state devices on more modern aircraft’s avionics systems like the F-111s at the time and the AGE and AIS (Avionics Intermediate Shops) and the Automatic and Manual Test Equipment.

HQ. USAF SCHOOL OF APPLIED AEROSPACE SCIENCES

1974 - Integrated Avionics Component Technicians Course - McDonnell Aircraft Corporation

 
 

Edgar Fouche: 

When I arrived at Edwards AFB - 6515 TSS - AFFTC, I was assigned to the F-15 R&D and FOT&E Program. The elite few of us (CADRE) AFFTC and TAC went TDY (Tempory Duty) to the Mac-Air facility in St. Charles, Missouri for lenghty training on the AIS (Avionics Intermediate Shops) Manual, Automatic, and ECM equipment. 
McDonnell Aircraft Corporation - Certificate of training - F-15 Eagle Integrated Avionics Component Technicians Course, Feb 1974. The CNI Test Station handled testing, alignment, and calibration of all the Communications, Navigation, and IFF for the Eagle. These LRUs (Line Replacable Units) were removed by flightline avionics experts who worked directly on the aircraft in hangers and on the flightline. They did periodic tests and if a pilot or co-pilot had a problem with ANY of functioning Avionics systems, they would write up the error or problem in the specific aircraft log books. If a failure was actually detected and verified by the crew chief or the flight line technicians they sent the unit into the Avionics Intermediate Repair (AIS) shops. We'd take the unit and hook it up to either manual, automatic, or ECM (TEWS-TITE) test stations. Then we would run tests on these LRUs (which were called UUT - Unit Under Test while in the AIS) and perfom repair, down to the component level in many cases, and alignment and calibration as needed.

These ATE or AIS test stations were 6 feet tall by 2 feet wide, and there were multiple bays of them filled with their own test equipment, calibration equipment, frequency counters, ossilliscopes, DVMs, and other built in equipment for unique testing. One tall rack was called a bay; from four to seven bays were attached side by side with external cableing depending on the configuration needed to test the myriad LRUs from the flightline. Each bay had multiple racks of switching, routing, test points A removable slied out racks; like a frequency counter and these removable drawers in the bays were called a TRUs (Tester Replacable Units).