 and welcome to Figma's The Power of Imagination. You're on Think Tech Hawaii. I'm always excited to be back. I'm really excited today because I'm a master of the obvious. And when my top gun related shows are the two most popular shows in the history of Figma's The Power of Imagination, I know to build on that. So I'm gonna build on it today and hope to inspire and entertain by acknowledging the 50th anniversary on Wednesday this year, 27th of July, 2022 of the great F-15 Eagle, an airplane that I flew and so did my guest. And we're gonna talk about, of course, the top gun related topic. Imagine being in flat spin. Of course, you're not headed anywhere, but straight down, not out to sea. And that's an allusion to the line in the original top gun, 1986 version, where I think it was Iceman who says, Mav's in trouble. He's in a flat spin headed out to sea, which makes every fighter pilot worth his salt. Roll his eyes. Well, my guest today has been in a flat spin, headed straight down to the desert in the mighty F-15 Colonel Mike Talent, Mickey T. Brunner. How are you, man? I'm doing good, Fag. Great to see you again. It's been too long. It's been too long. We're gonna have a big claw, claw, claw and world famous high respect and triple nickel reunion in November. I had keen eye on a couple of weeks ago. I hope he's got to see that. It's gonna be great fun because we'll renew our friendships and reminisce about this wonderful airplane we got to fly. Hey, before I start, Mickey T, I want to acknowledge somebody that Fagman says allowed me to reconnect with. And that's Master Sergeant retired, Ron Rotten-Ron Enriquez, who is the air division and fighter wing flagship crew chief when we were at Luke. And we talk a lot about pilots because it's fun and entertaining and inspiring. It's the shiny end of our business. But guys like Rotten-Ron and Gals now made it possible by giving us airplanes that are ready to fly in good shape. And so Rotten-Ron, I'm thinking of you, man, someday we'll get together again, but it's good to be reconnected. So Mickey T, I got to fly a bunch of different airplanes because of when I came in the Air Force in active duty in late 1974. Here they are up in the upper left-hand corner, the double ugly F-4 Phantom started life as an F-4 front-seater. Them did a tour in Korea, flying in the upper right, the Hobbiton, not as mighty, not as sexy an airplane. And after almost 2,000 hours in the F-15, I wound up as an F-16 wing commander twice. And that's me and the lead airplane, the top airplane on picture. That's a pretty cool picture for a Viper picture. The Mickey T, you were an eagle, baby, all eagles all the time. That's true. I graduated from the academy in 83 and started flying eagles out of pilot training and UPT at Williams, which no longer exists here in Arizona, Phoenix, and went to Lowe's and got trained in 84 in the triple nickel. And initially I was going to Langley Air Force Base and I don't know if you remember, but Langley, we had an air-to-ground dock back in 84, 85. So I did that. In other words folks, bomb dropping, the F-15 was primarily air-to-air at the time. So we were air-to-air, obviously, that was our primary mission, but we'd spent many a time dropping B-words there at Air Force Stair and kept that for almost three years before I think the Air Force said, what do we really got the eagles doing here? And they took that dock away from us and we went back. Well, I didn't know that about your time at Langley. I do know that when I was at Kadena, we had several of the most experienced IPs, me, Jack Kat and a bunch of other guys who were qualified air-to-ground dropping bombs. We called it sport bombing because we put two inert 2,000 pound bombs on the airplane, go out and drop them somewhere on one of the island targets and then go do the real mission of the F-15 air-to-air. So I didn't know that about you. You're slightly unclean despite 3,500 hours. That's right, three early time. 3,500 hours, very proud of that in the F-15, multiple assignments. I mean, some great deployments went to, what was Accord Express, we went to Alborg, Denmark when I was at the land for a full month flying against the Norwegians. And that was back when there was an East Germany and flying off the coast of Denmark in a very small airspace over the water where you get in trouble going to Swedish airspace or going into East German airspace. And we didn't have all the situational tools we have in the mighty eagle passes of all, but obviously- No GPS? No, we didn't know the situation, not the miss up, we had the situation display where you can see where you were. You had your tack in and your eyes to keep yourself out of trouble, which didn't give you perfect essay all the time. So you'll remember for this from when I was your officer and commander, I'm leaning in now and saying, son, you don't know what it was like because I was flying the OB-10 in Korea with basically a compass, so whatever. But you're right, it was a different time. Still, the F-15 was an incredible leap in our program. We'll talk about its performance in combat later, but you wanted to fly the F-15 long before you did because it was the new airplane when you were probably in high school, right? Yeah, I was, well, I was in high school and I wanted to fly fighters. My dad was a naval fighter pilot. He flew A-4s off of carriers and I'm a couple of tours off the USS Hancock, the Gulf of Tonkin. And there's some other stories you can talk about a different day, his experiences there, but I was accepted both to the Air Force Academy and Naval Academy and he asked, if I'm sure I didn't want to go to the Naval Academy. And I said, no, I've always wanted to fly the EO because the F-15C was known as the best fighter in the world. And to get to that, I had to go to the Air Force Academy and it was close. I grew up in Denver. So just went to Colorado Springs, kept my nose clean, did well and did very good at pilot training. And there I was at Luke in the triple nickel learning and touching the mighty EO. Trigger alert folks, all of you fighter pilots who aren't F-15 guys, just, you know, take a chill pill or something because the very best fighter pilots wound up in the F-15. That's undeniable and record demonstrates. It was the first new fighter in the Air Force in a long time. And if you look at the performance of the pilots, the airplanes, the pilots, his officers later, sorry, we were in a lead crowd. We didn't feel elite. We just felt like a bunch of fighter pilots, but what a group of talent. And when I think back to our time at Luke that we'll get to you and the younger generation, I said in our warmup discussion, you are a different breed of fighter pilot. You're eight, nine years behind me. And I came in right after Vietnam War. We're kind of junkyard dog fighter pilots, you know, uncouth. I don't think you can be uncouth. I know you can't because I've seen it, but you guys were cool. You were kind of Maverick-like and you all good golfers and you also flew the daylights out of the airplane and took the airplane to a different level because we were conditioned by our experience flying F-4s as I did or A-7s as others did, like, you know. And so it was an iterative process for us. For you all, it was an expansive process into getting everything you could out of the airplane. And at some point that can get you in trouble, but we'll save that for just a few minutes. What do you remember about your first flight in the Mighty Eagle? Maybe first solo, but think back to the first time you, one of the early times you flew that awesome airplane and how it struck you. Yeah, I remember, you know, like I said, I wanted to fly it since high school. So there was multiple years of wanting to finally do that. So when you finally were at Luke and there it was and, you know, you signed out and you're walking to the jet, you know, and you're going to get to fly this thing and it was big and it had big engines and it had an amazing capability. And you were, was a little bit of, you know, tipping your hat to, wow, I'm here and I want to learn how to fly this to the best of my ability. And I think that goes back to what you were saying is there was a lot, you know, in 84, 85, 86 time frames from Eagle, the first assignment guys are Eagle babies that were very, very good pilots that were learning how to fly it. And I think we learned from each other. We pushed each other. It was like I think of a sports team for a lot of camaraderie, a lot of competition, a lot of you got to do better and better and better. And I think that's what made us even a stronger fighting force with Eagle, not only the Air Force capability but the pilots that were flying it and our ability to always make ourselves better and push ourselves to be better and better. Tactically, the employment of the airplane and the airplane obviously evolved. You know, the airplane that we flew in 85 compared to what it is now. I mean, the weapons have changed, miss a fighter data link. I mean, it is a totally different animal. Even though it looks like an Eagle on the outside, you got an Easter radar versus an APG 63. It is so much more capable even though the outside looks the same. And that makes you as a pilot change. You have to evolve and learn how to employ it. But it's still the F-15, which is, that's all good. And there was some status to that because we flew only air security airplanes against other airplanes with the exception of those who quietly, secretly did the unclean bomb dropping thing. But we weren't supposed to be the best at air. And you felt like everywhere you went, every sort of you flew, you ought to be able to kick somebody's, pardon me, viewer's ass. And there was great pressure to do that. And it was a healthy pressure that made the community better, that squeezed every last drop out of the airplane that we could. I'm gonna go through very quickly some pictures of your time in the F-15. Here's some kind of family there. That's you in your office getting some gas from the case of Tim, right? It looks like you. That is me. It is you. And it's a big airplane. Like you said, my first Viper combat sort of combat over a wreck. I pulled in the army area next to an eagle up at Inser Leckerman. That's a big airplane. It was the first time I ever felt like the eagle was a big airplane. You've got some great family shots. Steph is always in the picture. I look forward to seeing both of you guys in Arizona. But that's nice. We'll talk more about that later. And then the bottom right hand picture had special significance to you and to me because I also commanded a famous fighter squadron, the world famous Nile respected triple nickel. And that's the day that you took command of the 94th era squadron, Eddie Rickenbacker squadron. They had the ring gang. The staffers. How did that feel? Why the world's greatest fighter in this incredibly historic squadron? How did that feel? It felt great. I mean, it felt a culmination of a career, even though it wasn't the end of my career, but it was a lot of responsibility, a lot of great people in the squadron, and a lot of history, like you said, in the squadron, there were pictures of Eddie Rickenbacker and all the kills. They got World War I, you know, and you just saw the history there and you wanted to continue the legacy and make sure you did the best you could for the squadron. And that was back, you know, when we had maintenance together with the operators and it was a very tight knit group, which I was lucky enough to take to war with OIF, which was probably, you know, that's a great experience when you take them and you get very tight. Command in combat. And you can hate war and love being in combat, I think. Sorry, folks, if you haven't been there, can't explain it. We gotta make sure we save time for your flat spin here, T, so let's quickly look at a couple of more pictures of, those are Finney flights, the end of a tour, and man, the joy of flying that airplane with the kind of people we got to fly with and reaching the successful end of a tour, awesome. A couple of photos of you and the guys you flew with, these are four pretty shit hot fighter pods, if I may say, these are some pretty good aviators that you got to hang out. Very good aviators, chans, and we got Boomer Brown and Flash Teen, you know, so, yeah. I mean, like that goes back to what you said, and we had very, very high talent in the F-15 and in all assignments, you know, great people. Yep, and Willie Tell team, we won't dwell on this, but I gotta acknowledge your neighbor there in Yorktown and Quaker Oaks in the middle. This is the William Tell team at Langley and William Tell's worldwide weapons beat the best getters chosen for the team and the chance to focus on being the best drives you to new levels and to try new things. And so after your Langley assignment, not the one that picture is from, but after the Langley assignment, your first assignment in the F-15, you came to Luke, where I was an ops officer, I think you got there in 1989, is it? 1988, actually, 1988, yeah. So you, man, you were quick turn from a brand new nugget, green bean, and the F-15 to being a formal training instructor, quick turn, so you must've been doing pretty well. Yeah, I mean, I was an IP at Langley, which I don't think was the norm. In his first assignment. First assignment and then I got to go to Luke and now we were all instructors, and again, kind of the cream of the crop got to be go F-15 to F-15 and go to Luke. And then we were teaching new guys what we knew and we were learning from each other. There was attack aces at Luke, so when we were flying real planes, we could go down and just attack each other and do BFM until we couldn't, when you'd come out of- Basic fighter maneuvers. And just, you know- So let me elaborate a little on that. Attack aces was a high fidelity maneuvering simulator where performed very much like the airplane that happened to be at Luke Air Force Base right across from the squadron, a couple blocks maybe, that we were in the 426 killer claws, claw, claw, claw. And Fridays on occasion, we'd go over there and because you couldn't hit the ground or each other in the F-15, we'd go just ring the sim out and look for new ways to win, new ways to win, absolutely driven, voraciously competitive. I still remember Gunga beating me, I'm still mad about that, I was 30, 40 years ago. But it drove us to new levels. We were flying in the airplane like other people weren't flying at that time. We were definitely pushing it to the limits. We were pushing it right up to the edge and we got very, very good at it. I mean, very good at it, right on the edge and that's where you flew it. And you had to because if you didn't, the other IP and the other Jeff would beat you. So you had to fly it to the edge. Couldn't have that. And so I was a later, the operations officer number two in the squadron trying to keep these wild men, very talented wild men from doing something stupid while they were pressing the envelope and they did their talented, but you still have to have reins on the horses. And we'll get to when that came to manifest itself in a minute. But first let me talk about where you can find figments, the power of imagination in my earlier commentary show, figments on reality, on playlists on YouTube. So give you a minute to take a happy snap for those QR codes, the new darling of the pandemic. And please come look at some of the episodes. I will be on in two weeks again and probably another flying related story because they seem to be working for the audience. And I'm all about likes because I don't compete for this. So that's what it is. So I've got another picture of you and Steph, Mickey T that's a great one. It's the quality isn't good. This is you coming back from Operation Iraqi Freedom, right? That's correct. Yeah, we had a bunch of media and we've been deployed for five months which is longer than I had ever been deployed. And waiting for the war to kick off. And when we came home, we brought all the jets home, you know, all our spouses and everyone came out. So Steph and my family came out and we were interviewed by the media but it was great to come back and see everyone back home after being gone for a while and having a very successful deployment where we brought everyone back safe and sound. Okay, bringing everybody back. The reason I show that picture is we don't have a picture probably an even more emotional reunion with Steph. And that came on March 15th, 1990. Now folks, we are finally to the flat spin headed to the desert story. Mickey T, I was the ops officer of the 426th. I was told on the 15th that I was going to get to be the commander the world famous and highly respected triple Nick. Pretty happy about that. Went to play racquetball with Smurf Reed who we'll see in Arizona at our reunion. Shirley, five points into the game. Boom, boom, boom. Sir, you got to get back to the squadron. We just lost a jet. Moley, Moley. That was you. That was your F-15, that was a smoke and hold. Tell me, what was the mission? What did you go out intending to do? Well, it was going to be a student mission. I think for some reason, the student was either didn't have for it wasn't available for the story. So we had Pickle rolled in and we just did a BFM story. Two instructors, situation training. And I said, hey, I'll be defensive. So I'll be flying defensive. He'll be flying offensive in a normal BFM ride. So that was the mission that we briefed and we went out to execute as two instructors to the glad near space just west of Luke. Yeah, well, so there you are in what they're doing. Folks are called perched setups where one pilot is in a defensive position. The other pilots in an offensive position. Boom, boom, boom. Achieve certain parameters, fights on and the pilot is defensive, tries to not be defensive. And the pilot who's in an offensive position tries to achieve shot parameters which has the defender. You didn't want Mickey T. So this was what 3000 feet of range? Yeah, it was 3000 feet. The way the first setup was a mile and a half, 9000 feet. And I did well, I survived. And then second setup was a mile, 6000 feet. And once again, I survived. So I was feeling confident that I was doing well as a defender. So the most challenging is 3000 feet, a half a mile where there's not a lot of reaction time because the offender is in weapons parameters almost immediately. So you have to be very aggressive to survive and get out of plane so that he's not able to employ their gun against you. So that's the setup where about 18,000 feet, you know, right about 400 knots. L of 10. Yeah, 18,000 feet of altitude. And the ground there's about 2000 feet, I think, or something like that or just under. Okay, so fights on, fights on. Gotta miss that radio call. And you start your defense, what happens? So I do, you know, immediately 120 degrees slice, idle, stick in the lap as aggressive as you can go out of plane down to avoid being shot, you know? And then I look back and pickle is rolling behind me, you know, not going for the kill immediately, trying to stay behind me as I'm slowing down aggressively because I'm an idol. And then not very much longer, I rotate another probably 90 degrees vertically and pull the stick in my lap again to go almost pure vertical to try to just cause a, you know, problem with pickle getting too close to me. So he has to get away from me and then I'll have more options. And as he's starting to get close where I'm saying, okay, he's too close where I can reverse and cause a V-sum C or a problem with him getting too close where he's gonna have to move away, I'll be able to neutralize and get at least in a neutral, you know, maybe rolling scissors or something like that towards the floor. So I start to reverse to the right. And remember, I'm very nose low now and slow on airspeed. I'm reversing to the right, pushing the right rudder, full right stick, full right out. And I- This does a lot like the movie folks, only it's real. And I see maneuvering, you're getting everything you can out of the airplane to try and force the guy who was gonna shoot you out away from you and gain the advantage. Go ahead. And so as I'm starting to make this maneuver, I see pickle react and start to pull away, which is good for me. I'm like, okay, he's too close. He's having a reposition. I'm gonna have some time to survive and do something else. Well, just about the time on my nose is starting to track in that direction. I remember distinctly though, the intake smashed straight up. It was a loud bang, like they just went flat, like if the plane wasn't flying. They're normally down. The engine intake switcher by each shoulder in the F-15. Exactly. So it's a loud noise. And then the departure tone starts to come on as I start to go to the left. And I'm kind of thrown forward in the jet a little bit. And I remember just kind of letting go of the stick and not touching anything. Because as you remember, as instructors, we would take our students out on confidence rides and basically do tail slides. We would take it to zero knots and it would fall back and the jet would quasi depart and do some crazy things. And then it would always recover. And we would always say, see, the eagle is so safe. It's gonna recover on itself. It's stable and you can do amazing things at the airplane. Well, anyway, so I was just like hands off. So don't touch anything as it's the departure tone's gone. And so I go a spinner too. And Pickle actually said, as he pulled off and then he rolled back to look at me, he saw my nose had come all the way in and was tracking him. And he was like, how the hell did he do that? What are you saying? He didn't tell it in his mind. And then he saw my nose continue to track which meant I was, I'm out of control. I'm in a spin. And so I go a spinner too. And then I take the stick and go full in the direction of the spin, which is the anti spin controls we're supposed to put in. And I remember consciously looking at the altimeter and seeing, 10,000 in change in my face is kind of forward in the, because of the outward eye forces, forces that are pushing you away from the center of gravity. And I hang on for a turn, another spin or so. And I look at the altimeter again and the departure turns on. I'm not seeing anything that's indicating that's coming out of the spin. And I see it's going towards 8,000, 8,000 in change and uncontrolled ejection outs to there, I think was 12,000. So I'm well below that and it's not doing anything. And I consciously in my brain, I'm saying, I got to do something here. This is, you know, this is bad is what I basically say. So I turn. So you're got to do something, Mickey T, is eject. But four years early, there are three, yeah, four years earlier at the top gun where poor goose hits the canopy in a spin ejection. But also there was an eagle accident where the pilot, I don't remember if it was a canopy or the airplane, but in any case where the pilot was killed during an out of control ejection. Did you hesitate or was it just, no, I got to pull the handles, I'm out of it. It was just instinct. It was instinct on what we were trained on. But I remember the previous time that you were talking about, I think he hit his head on the seat and it was the brain injury and it was a significant injury. But anyway, I saw back to my situation. So when I made the decision, so I let go of the stick, just pushed my head and back back in the seat and pulled on the handles. And it was immediate. All I remember is like a flash and then I was in a shoot. It was that fast. It was like, I don't remember even really going up the rails. It was just really flashed as the canopy departed. And then I was in a shoot and I was looking down and I saw the canopy kind of flying off one direction. But right between my legs, I saw the eagle just in a flat spin, just right between my legs. I'm like, let's spin it like a top, just like I'm looking at it. And you know, part of me, maybe I'm in shock and I'm like, oh my God. You know, so I'm kind of watching this and then instinct comes in our training, you know, canopy, visor, mask, all the stuff that we're supposed to do. So we're gonna, because there's so much to talk about, I'm gonna fast forward a little bit. You're quickly, you land, you're safe. The airplane is not so safe. There are local authorities to pick you up and they fly you back to Luke. You get back to Luke. And what was the first thing your ride staff said to you when she saw you in the hospital? You dumbass. She saw me when I got off the helicopter. They pulled me out of the helicopter that came from Yuma. And of course they had told the EMTs on the ground that happened to be on the highway that he might be in shock and he might have broke his back even though he says he's okay. So I was on a backboard, you know, strapped down even though I was fine. And so, you know, she just kissed me and said, am I okay? I'm glad I'm, thank God you're okay. And I said, I'm fine. And then they took me in a hospital. So that was what she said, you know, and I'm glad we're there. We met you in the hospital. We brought pizza and Jeremiah weed as I recall, which was not a medical protocol. We're all happy that you were alive. We're, you know, the F-15s at extraordinarily safe airplane, really. And I looked through the list of all of the mishaps and most of them are mid-air, which means you're flying the airplane aggressively in order to training, still tragic, but a very, very safe and reliable airplane. When you got back to flying after the accident, did you think about that at all? Did you, did you have the heebie-jeebies a bit about, what, what did the airplane departs? Or were you good? We're just cool. I didn't think I was gonna have that, but I remember Keenai said, hey, Mickey T and I flew two days after I ejected, which is pretty remarkable, considering all that I went through and I wasn't injured. And it was like, hey, get back in the jet. And Keenai goes, hey, Mickey T, we're gonna put a pilot in your backseat, an IP. He goes, you know, it's nothing against you, but it's just someone back there to kind of that confidence factor, you know? And I'm like, what? I don't need, you know, but when I went back out there- Because we are single seat fighter pilots by God. Right. We did have a couple of two-seaters because, you know, we were training students. So we had a couple, but it probably was a good idea because it was, you know, after falling off the horse, you know, getting back on, it took a little bit of time to get my confidence back because, you know, I had had over a thousand hours and multiple assignments. And I didn't think there was anything I could do to the jet to get myself in trouble. I couldn't get out of it. And then after ejecting, you know, you're kind of like, well, that kind of went away and now I need to be a little bit more cautious here, you know, this thing could go sideways. Yeah, it is such a great airplane. What they found was, I'll summarize because of the clock, what they found was that when the airplane was originally built, it was a 7.3G airplane, 7.33. And an improvement called the overload warning system allowed us to fly to nine Gs. It was not quite that simple, but you could get to higher angle of attack with more energy. You used to be able to get to higher angle of attack with low energy state, but they'd never tested this way. And it was more likely to go into a spin like you described. And like you experienced, you didn't describe it, you lived it. And so eventually you're let off the hook, but you had to feel like you were on trial a little bit because you departed it. The additional board president said, you've done something with flaps, turned out you didn't do that. But did you feel like you were under the gun waiting for the accident board to figure out what happened? Well, initially, you know, I didn't do it. I didn't think I did anything wrong, but then like you said, they were asking, hey, you didn't have your flaps down. And I was like, no, that's illegal. I didn't have the flaps down. We don't fly with the flaps down at BFM. But then evidently, because the plane pancaked straight in and I saw it pancaked straight in. When it hit, the flaps broke down. And so it burned because of fire after it crashed. But when the initial interim board president went out there whose job is only really to secure the site, it looked like the flaps were down because they broke. But, and so they were asking a bunch of questions about the flaps and they didn't, until they tested the actuators, they wouldn't have known whether the flaps were down. And they weren't, of course they didn't offer that to me right away. Tell me that as soon as they found out, they just let me kind of hang for a while. So then your mind starts playing games, like maybe I accidentally hit the switch and then the flail or whatever, but you know, they weren't down. So that was good. So just so you know, you weren't the only one kind of hanging there because I've been told, as I said, I was going to be a squadron commander. And now they need to make sure that as the ops officer, I hadn't screwed that job up. So my assumption of command was delayed or change of command and I told, the wing commander told me about this flap concern. And this is a lesson, folks. This is a little leadership lesson. I feel good about having said this. He said, yeah, the flaps down. I don't think so, sir. I think I'm running a good operation here as the operations officer. And if I'm wrong, I don't deserve to be a squadron commander. So let's see what the Mishab board finds out. And they were right. You guys were flying the airplane to the edge of the envelope. And that led to that, that max performing of this mighty F-15 Eagle 50 years ago on the 27th, 50 years old on the 27th of July, having a 104 to zero kill loss rate in air to air combat. The airplane has never been defeated in aerial combat. There's no other airplane like it. Mickey T and I were lucky enough to fly. We're going to be lucky enough to remember how awesome we were together with the rest of the Luke gang here in a few months. And we could go on forever, but we'll wait and do that over at Gold Adult Beverage in Arizona. Mickey T, thanks so much. What's your next pigment? What's the next thing you want to do? Hole one, like I had February of last year. What's on your list? I think I'm to that point in my career where it's enjoy life a little bit. I got two grandkids, but enjoy the golf course a little bit more, maybe get a hole in one or just get to spend time with good people like we're with our reunion or go out with some of the old guys and play some golf and talk about old times and enjoy life while I can. Well, great. Best of you, Steph, kids, grandkids and I'll see you in Arizona. What would Fig do? His fingers asked me to mention in one of our early episodes, what Fig would do is max perform the ever living crap out of your jet and your life, okay? Go forth and then live with the consequences and recover. Thanks, Mickey T, been a pleasure. Folks, thank you for joining me on Figments, The Power of Imagination here on Think Tech Hawaii. Think Tech Hawaii is a nonprofit corporation that does great work getting citizen journalists like me in front of the crowd. So watch it and don't forget to click like on this episode. Aloha. Thank you so much for watching Think Tech Hawaii. If you like what we do, please like us and click the subscribe button on YouTube and the follow button on Vimeo. You can also follow us on Facebook, Instagram, Twitter and LinkedIn and donate to us at thinktechhawaii.com. Mahalo.