So my wife just signed up for 15T UH-60 Blackhawk repairer. Can anyone give us info on that MOS?

Chances are that she will start off in a D Co (maintenance) after graduating from AIT, and that's actually a good thing. While she is in a D Co, she should be taking the opportunity to learn from the more experienced personnel there. AIT is primarily about learning how to use the manuals, and how to conduct proper maintenance on the aircraft. The real learning and experience comes with arrival to that first unit. While she is working as a maintainer, she should take the time to get into the -10 for the aircraft, learn about its theories of operation and aircraft limitations. These actually help when it comes to troubleshooting to find a problem, and are 2/3 of the required aircraft knowledge for a crew chief (the last 1/3 is normal/emergency operating procedures). The better she becomes as a maintainer, the better she'll be as a crew chief. As to the MOS itself, as mentioned previously, she struck gold. There's Army, and then there's Army Aviation. Don't be surprised to find yourself jealous that her field problems involve primarily staying in one local area turning wrenches instead of going out on a 12 mile ruck in full battle rattle. It really is a far more laid back field compared to the other combat arms fields out there. However, especially since she's more likely to ebd up in a CAB than a TDA unit, she'll need to be mentally prepared for the fact that there will be plenty of "12 hour" days, even in garrison. The branch may be laid back, but it works hard to fulfill its commitment to its clients. That means that a lot of field problems are in support of infantry and armor units, assisting in training events for support personnel (such as refueler training on Fat Cow missions and such), and maintaining overall proficiency and preparedness (Aviation is pretty much the first called for deliberate op support, and also the first called when the proverbial crap hits the fan. As such, it's important for us to maintain that high level of readiness).

If her desire is to go to a flight company, she will need to focus strongly on her own fitness as a soldier - most flight companies look for those who are not only good maintainers who have the potential to lead, but also those who do well with marksmanship, PT, and both civilian and military education. It always goes back to the total soldier concept. If she does go to a flight company, you will need to mentally prepare yourself (and she will, too) for the fact that there are currency requirements and mission sets that can only happen at night, and TDY missions are a good possibility, so there will be times throughout her career that you two won't see each other. Lack of realization of and preparation for this fact is the leading cause of divorce amongst those of us in this field.

If she plans on short timing as a means of getting a useful civilian certification, she's slightly out of luck initially - the AIT is not recognized by the FAA as a training location, so she will need to spend the following 3 years after AIT working on aircraft, and maintaining good records of her maintenance (as ling as she documents things properly in ULLS-A(E), and gets print outs of those records prior to each PCS at a minimum, she should be OK with this), of which at least 50% of the topics covered in part 147 of the FAR/AIM have to be demonstrated as her having experience in. Once she gets to that point, she can schedule an appointment with the local FSDO, bring her documentation in there, and after review, if they feel her on the job experience is acceptable, they will issue her an On The Job Training form. From there, she can go to a prep school which will review all the stuff she will need knowledge wise to take the 3 written tests (covering things from sheet metal repair to reciprocating engines - stuff she will rarely to never deal with as a 15T), which it seems on average last about 10 days, and cost roughly 1-3K dollars, depending on the location. Then, it's 3 written tests at about $4-600 each, and a practical exam (not sure about the price), all given by a FAA DME. Successful completion of those requirements would get her an A&P license, which is considered a lifelong learning license and doesn't expire. If she ETS's with that, she can expect to start off around the $60k/year range, assuming she gets hired by a decent company, such as an airline or a place that utilizes helicopters (as a helicopter maintainer, her options would be greater than if she had worked on fixed wing aircraft). If that is her goal, then college and other certifications (such as the FCC GROL) should be on her list as well (feathers in the hat), but the A&P is the chief requirement (it's the hat).

Hope this helps!

Best of luck to her, and I sincerely hope she enjoys every bit of it.

You struck MOS gold.

If at all possible, If I was her knowing what I know now, do everything you can to be maintenance first. It's much harder to learn maintenance and its intricacies as a flyer, than to learn how to be a crew chief once you've been a maintainer.