After a four-and-a-half-year absence, I decided to start writing on my personal blog again. I dusted off the WordPress site I had been using and quickly discovered that getting back to writing meant first getting back into the business of maintaining WordPress.
That wasn't what I wanted to do.
Two days later, WordPress was gone.
How I Got Here
There was nothing fundamentally wrong with my old website. In fact, one of my requirements for its replacement was that the new site look almost exactly like it.
The problem was everything behind it.
I hadn't actively maintained the site while I wasn't blogging. WordPress itself and many of its plugins needed attention. Some things no longer worked correctly. The domain and hosting had also ended up being managed in different places over the years, which added another layer I didn't need.
More importantly, the site had become considerably more complicated than the job it was doing.
This is a personal blog. I write posts. I have a few static pages. I display photographs and occasionally other media. I want people to be able to browse posts by category and date. I want the site to work well on a phone and load quickly.
WordPress can certainly do all of those things. But as I started thinking about features I wanted to add, the answer repeatedly seemed to be another plugin, another component, or another layer to maintain.
I found myself asking a very basic engineering question:
What does this site actually need?
Starting With the Requirements
Once I stopped thinking in terms of "replacing WordPress" and started thinking about the requirements of the website, the problem became much simpler.
I needed to preserve every existing post and page. I wanted the existing URLs to continue working so old links and search engine results wouldn't break. I needed to preserve the photographs and other media from the old site. I wanted the appearance to remain familiar.
I also wanted responsive images, responsive tables, pagination, monthly archives, a posting calendar, categories, a sticky sidebar on larger screens, and a responsive mobile layout.
What I did not need was a database, an administrative application running on the server, PHP generating pages on every request, or a collection of plugins.
For this particular site, I couldn't identify a good reason for JavaScript to be involved in displaying the blog at all. The one exception is the contact page, where a small amount of JavaScript is useful.
So we didn't use it anywhere else.
Building the Replacement
I worked on the migration with my personal AI assistant, which I call Navigator.
I think that distinction is worth mentioning because there is a right way and a wrong way to use AI for this kind of work.
I didn't tell an AI to "build me a website" and then blindly deploy whatever it produced. Navigator and I worked through the existing site, its content, its behavior, and its requirements incrementally. We made a change, built the site, checked the result, and then moved to the next thing.
One of our working rules became particularly important: no regression.
Once something worked, we treated it as something that needed to be preserved. Before changing a core file, we worked from the current version of that file rather than reconstructing it from memory or generating a replacement based on what we thought it contained.
AI was extremely useful in this process, but I remained responsible for the architecture, the decisions, the testing, and ultimately what went into production.
To me, that is responsible use of AI. It is a very capable engineering partner, not a substitute for engineering judgment.
What Replaced WordPress?
The replacement is remarkably small.
Posts are ordinary, human-readable files. Each has a small metadata section containing things such as its title, date, URL slug, category, SEO information, and featured image. The body of the post is HTML.
Pages work essentially the same way.
A Python build program reads those source files and generates the complete static website. It builds the homepage, individual posts and pages, pagination, monthly archives, category pages, the posting calendar, sidebar, and other shared pieces of the site.
CSS handles the presentation and responsive behavior.
Historical WordPress media remains at its old /wp-content/uploads/ paths so existing URLs continue to work. New media goes into a simple /images/ directory. That lets me preserve compatibility with the old site without continuing to organize new content as though WordPress were still there.
The result that gets deployed is just a static website.
No WordPress.
No database.
No PHP application.
And essentially no client-side JavaScript.
I Didn't Want Simplicity to Mean Sloppy
One thing I did not want was to trade the controls of a content management system for a directory full of files that I could accidentally overwrite or lose.
The entire source site is therefore kept in Git.
That gives me straightforward version control over the posts, pages, CSS, build software, and other source files. If I make a mistake, I have history. If I want to know what changed, I can see exactly what changed.
I also built the workflow around three simple commands: build, save, and deploy.
Building creates the complete site from the source files.
Saving records the current work in Git.
Deploying publishes the generated site to the web server.
There is an additional safety rule that I particularly like: the deployment process refuses to deploy a dirty repository.
If I have changed something and haven't committed it, deployment stops.
That means the website in production should always correspond to a known version in Git. I can't casually make a change, forget to save it, and push an unrecorded state into production.
It's a very small control, but it gives me something I value much more than another layer of software: confidence that I know exactly what I deployed.
The Migration
The migration took two days.
We exported the WordPress content and media, converted the posts and pages into the new source format, reproduced the existing site design, and then worked through the details.
We preserved the existing URLs. We restored and audited the media. We added image optimization. We made images and tables responsive. We tested different browser sizes and mobile layouts. We added pagination, categories, monthly archives, the posting calendar, a sticky sidebar, and a copyright footer.
The old WordPress installation is still preserved on the server for now, but it is no longer serving the website.
The interesting part is that most visitors probably wouldn't immediately realize anything changed.
That was intentional.
I wasn't trying to redesign my blog. I was trying to modernize how it works.
The Result
The new site looks like my old site.
It is also considerably faster, easier for me to understand, easier for me to modify, and has capabilities the old site didn't have.
Most importantly, there is very little running that needs to be maintained.
That's the part of this project I find most interesting.
In technology, we often treat modernization as an additive process. We modernize something by adding a framework, a service, an abstraction layer, a platform, or another piece of software.
Sometimes those things are exactly what a system needs.
But sometimes the better engineering decision is to look at what the system is actually required to do and start removing things.
My personal blog did not need a better-maintained WordPress installation.
It didn't need more plugins.
It didn't need a new framework.
It needed HTML, CSS, a small build system, Git, and a web server.
Sometimes modernization means removing technology.
One of the things I wanted to fix on our 2026 Tiffin Allegro Open Road 29NA was the rear camera.
The OEM camera was unreliable. Both the dealership and the Tiffin service center tried to fix it, but neither was able to make it reliable. Even when it worked, I wasn't particularly happy with the image quality or the position of the camera.
There was another problem that was just as important to me. The OEM camera shared a display with the navigation system, entertainment system, and the other cameras on the coach. When we're flat towing our Jeep, I want to be able to look up at any time and see the Jeep and the traffic behind it. I wanted the equivalent of a rearview mirror, not another selectable camera on a shared display.
My solution was to install a Furrion Vision S as a completely independent observation camera system with its own dedicated monitor.
This is our motor home.
Challenge
I initially spent time trying to get the OEM camera working correctly and also investigated whether I could reuse its wiring for the Furrion.
In retrospect, I wouldn't do either again.
The OEM wiring was potentially part of the original problem, and it didn't provide the simple, direct power source I needed for the Furrion. Rather than continuing to troubleshoot a system I already didn't trust, I decided to bypass it.
I did, however, reuse the existing hole from the OEM camera. That gave me a good location for the Furrion without drilling another camera hole into the rear of the coach.
Directly above the camera is the center upper marker light.
That turned out to be the key to the installation.
Rear of the coach showing the camera location and center marker light directly above it.
Solution
Getting Power to the Camera
I removed the center marker light and determined that I could use its running-light circuit to power the Furrion.
To get the new power wire from the marker-light opening down to the camera opening, I used a stiff piece of non-electrical wire and fashioned a hook on the end. I used that to snag and pull the new wire between the two openings.
It was simple and saved me from having to open anything else up.
The center marker light removed while I worked with the running-light circuit.
I made the electrical connections using heat-shrink crimp connectors to help protect them from moisture.
There is one consequence of powering the camera this way: the coach's running lights have to be on for the Furrion camera to operate.
I'm perfectly happy with that. When I'm driving and want the observation camera, I simply have the running lights on. But it's important to know if you're considering doing the same thing.
At this point, I thought I was basically finished.
I wasn't.
The 11.4-Volt Problem
The camera worked perfectly while the coach was sitting with the engine off.
Then I started the engine.
The camera shut itself off.
That was an interesting problem because nothing had changed with the camera itself. It worked with the engine off and stopped working with the engine running.
So I got out the multimeter.
I measured the voltage on the circuit with the engine off and then measured it again with the engine running. With the engine running, the voltage at the camera dropped to approximately 11.4 volts.
That was low enough that the Furrion would shut itself down.
Testing the marker-light circuit with a multimeter helped isolate the voltage problem.
That testing was important because it isolated the problem. I wasn't dealing with another bad camera, a wireless connection problem, or something mysterious in the Furrion system. The camera simply wasn't getting sufficient voltage under the conditions in which I actually needed to use it.
Now I needed a way to provide the camera with a stable 12-volt supply.
Adding the DROK Regulator
My first thought was to find something small enough to fit inside the camera housing. That would have made for the cleanest installation.
I couldn't find a suitable solution that was small enough.
Instead, I found a DROK weatherproof DC voltage regulator that accepts a 9–36V input and provides a regulated 12V output.
Because it is a small weatherproof black box, I could mount it externally. I installed it immediately below the Furrion camera.
The weatherproof DROK DC/DC regulator I used to provide a stable 12-volt supply.The Furrion camera and DROK regulator assembled before installation.The finished camera installation on the rear of the coach.
The power arrangement was now straightforward: power comes from the center marker/running-light circuit, passes through the DROK regulator, and then supplies the Furrion camera with regulated 12V power.
I tested the system again under the condition that had caused the original failure: with the engine running.
This time the camera stayed on.
That solved the problem.
Mounting the Monitor
I wanted the monitor in a position that felt natural while driving. I didn't want it sitting on the dashboard or attached to the windshield.
Our 29NA has the cabinet above and between the pilot and copilot where Tiffin offers an optional front television. I had removed that TV, which gave me a convenient way to route the wiring for the Furrion monitor.
For the mount itself, I reused the tabletop/dash mount that came with the Furrion monitor.
I drilled mounting holes in the Furrion stand, flipped it upside down, and bolted it directly to the underside of the empty TV cabinet. I used stainless-steel bolts, washers, and locknuts.
The result puts the monitor almost exactly where a rearview mirror would naturally be in a car.
For the power cable, I drilled a 1/2-inch hole through the underside of the cabinet.
I happened to have a bag of assorted rubber grommets in my garage, and one fit the hole perfectly. I installed the grommet so the power cable passes through rubber instead of rubbing against the raw edge of the drilled hole.
The cable runs through the cabinet to a plug in the upper-left cabinet.
An advantage of doing it this way is that I can simply unplug the monitor if I ever want to remove it.
The finished monitor installation beneath the front TV cabinet.
Outcome
The result has been better than I expected.
The image is extremely clear, and the camera gives me exactly the view I wanted. I can see the entire Jeep while we're towing it, as well as vehicles approaching from behind.
The position of the monitor is also nearly perfect. Looking at it feels natural—very much like glancing at the rearview mirror in a car.
Ready to roll. The monitor sits naturally in my line of sight much like a rearview mirror.
Most importantly, the system has proven itself on the road.
We've driven approximately 3,000 miles with this installation, including some particularly rough roads in South Carolina. The wireless connection has been 100% stable. I've had no problems with the camera, the monitor mount, or the DROK installation.
There is one characteristic of the Furrion image that took some getting used to: objects are considerably closer than they appear on the monitor.
After driving with it for a while, I've adjusted to that. I don't use the monitor to judge precise following distances anyway. Its primary purpose is situational awareness: I can see the Jeep, see what's happening around it, and see vehicles approaching from behind.
For that purpose, it works extremely well.
What I'd Do Differently
There are a few things I'd change if I did the project again.
First, I wouldn't spend time trying to fix the OEM camera. The dealership and Tiffin had already tried, and I ultimately replaced it anyway.
I also wouldn't spend time investigating whether I could reuse the OEM camera wiring. Building an independent system with its own power source turned out to be the better solution.
Second, I'd be a little more careful during the wiring. I forgot to heat-shrink one of my connections before reinstalling the marker light, which meant I had to take the marker light off a second time to finish the job properly. That was entirely avoidable.
Finally, I used silicone to seal around the camera and marker light. It has worked, but I think there are probably better sealing products for this application. If I were doing the installation again, I'd investigate the alternatives before automatically reaching for silicone.
Other than those things, I wouldn't change the design.
I wouldn't change the camera location.
I wouldn't change the monitor location.
I wouldn't change the basic approach of powering the camera from the center marker/running-light circuit and using a regulator to provide stable 12V power.
And after 3,000 miles—including some pretty rough roads—I certainly wouldn't change the Furrion system based on its performance.
The project started because I was tired of an unreliable OEM camera. What I ended up with is considerably better than simply repairing it would have been: a dedicated observation camera that functions much more like the rearview mirror I wanted in the first place.
I'm not sure who might be paying attention to this, but I used to spend lots of time blogging about hiking equipment, camper maintenance, and anything else that I though was interesting. My last post was a book review on January 1, 2022. That means I have been absent for 4.5 years. What can I say? I was super busy running a company. So much has happened. In that time I now have 4 grandchildren (all boys!) and, sadly, my mom died (she is buried at hope mausoleum in New Orleans). This is not the same world it was for me in 2022.
Now I am about to turn the page on my career and get back to independent technical consulting. You can see my site here if you are interested in what I am going to be doing: https://tony.galluscio.com. I'm also picking up some of my interests back up like hiking, attempting to play the guitar, and trying to learn Spanish.
As a result, I thought this would also be a great time to pick my blog back up. I am going to start blogging about RV projects and hiking again!!
This is my first ever book review. You can see my other posts here. This post kicks things off with a fantastic read, Beneath the Veil of Smoke and Ash: A Novel by Tammy Pasterick. Normally, I discard books that do not get my interest quickly. I have many partially read books on my Kindle. I tend to cut my losses and discard any book that does not interest me. That is definitely not the case with Tammy Pasterick's first novel. This was an engaging read from the start.
Category:
I think this book falls into the category of historical fiction. As such, this novel gives the feel of being meticulously researched and really gave me the feel of what it would be like to live in the early 1900s near Pittsburgh Pennsylvania. I felt transported back in time and my attention was kept there through a powerful story and engaging characters. The characters are real people just like people today, but in a different time and place.
Characters:
I love the way the Tammy Pasterik teaches you about the characters so that you become familiar with them. That makes this novel easy to read and absorb. The novel is divided into relatively short chapters, where each chapter focuses on one of the main characters and tells the story from their perspective.
Ending:
I like an ending that resolves major story lines in a realistic. though somewhat unexpected way. This novel does not disappoint. While I would love to read more about the Kovac family, I did not feel betrayed by the ending. I felt like the end made sense, and I can move on to a new book.
Summary:
I give this book my highest recommendation for this book review. I look forward to reading future books by Tammy Pasterick. You can purchase this book here.
Due to the pandemic our camper sat unused for 8 months so I decided to do the camper maintenance a bit early on my own this year. Bobby normally helps me with this but he is a Respiratory Therapist working in Gainesville, FL. So, I performed the required maintenance on our 2015 Jayco Jay Flight 23RB Travel Trailer to for a trip to Paynes Prairie to help our two younger, Stevie and Charlie, move into their new place to start the new academic year at University of Florida. I somewhat followed the same list as previous years.
Here are some stats on our camper as of July 18, 2020 when the maintenance was performed.:
Years Owned: 5 years, 2 months
Total Mileage: 17133 miles
Total Nights Camping: 166 Nights Camping
For the record, here is a list of all of the systems on which we performed preventative maintenance:
System
Tasks
Notes
Hitch
Configured backup assist
N/A. In my opinion this is a complete waste.
Removed Gear Rust
N/A
Lubricated ball and sway connectors
Used standard grease.
Propane
Inspect
Hoses, connectors, and tanks in good repair
Clean
N/A
Refill
Refilled before previous trip was canceled
Undercarriage
Inspect
Noticed even more rust. Still need to plan some time to work on this.
Roof
Inspect Seams
Last year we repaired with Eternabond tape and it is holding nicely.
Repair issues
Broke one skylight while cleaning the roof. Had to replace and sealed with eternabond.
Stabilizers
Inspect
Replaced with removable 7500 lb stabilizer jacks that we keep inside the house (rather than letting them rust on the camper).
Lubricate
N/A. New stabilizers
Steps
Paint
N/A. Painted earlier in year.
Lubricate hinges
Lubricated earlier in year
Fresh Water
Sanitize
Followed recommended procedure to drain, sanitized, flush, and refill the fresh water system. I should write a separate blog detailing that process.
Septic system
Clean tank
Tank has been kept very clean over the last year so no action necessary.
Sanitize gear
Gear was kept clean over the last year so no action was necessary.
Hot Water (Gas)
Test striker
Lit and ran hot water heater on gas. Removed wasp nests
Clean
Cleaned using vacuum and compressed air
Refrigerator (Gas/Electric)
Test striker
Lit and ran refrigerator on gas. Cleaned out wasp nests. Ran until cold on both gas and electric.
Clean
Cleaned using vacuum and compressed air
Stove (Gas)
Test striker
Lit and ran stove on gas
Air Conditioner
Inpect and Clean filter
Internal parts are starting to rust. Unit is not running as efficiently. Added an additional window AC unit that we can use as necessary during really hot months.
Awning
Clean
Sprayed with bleach water to kill mildew. Actually cleaned up nicely
Inspect
Some rust on screw heads, etc.
Lubricate
Sprayed liberally all joints and moving parts with silicone lubricant.
Wheels
Inspect
New tires this year. Inspected rubber, hubs, and suspension. No issues.
Grease hubs
N/A. Will do this next year.
TPMS
Replaced batteries in the tire pressure monitoring system (TPMS)
My son, Bobby, came home October 10-11 2019 to help me do the required maintenance on our 2015 Jayco Jay Flight 23RB Travel Trailer for a celebration we had in Orlando for my son, Stevie's, 21st birthday. This year we were a bit late doing the maintenance, but better late than never. We basically followed the same list that we created last year.
Here are some stats on our camper:
Years Owned: 4 years
Total Mileage: 15168 miles
Total Nights Camping: 161 Nights Camping
For the record, here is a list of all of the systems on which we performed preventative maintenance:
System
Tasks
Notes
Hitch
Configured backup assist
N/A. In my opinion this is a complete waste.
Removed Gear Rust
Sprayed with PB Blaster
Lubricated ball and sway connectors
Used standard grease.
Propane
Inspect
Hoses, connectors, and tanks in good repair
Clean
N/A
Refill
N/A. Need to fill before trip.
Undercarriage
Inspect
Noticed even more rust. Need to plan some time to work on this.
Roof
Inspect Seams
Last year we repaired with Eternabond tape and it is holding nicely.
Repair issues
N/A. Eternabond done.
Stabilizers
Inspect
Significant rust. Considering replacing when these become unserviceable.
Lubricate
Sprayed liberally with PB Blaster.
Steps
Paint
N/A. Did not paint steps.
Lubricate hinges
Sprayed hinges with PB Blaster.
Fresh Water
Sanitize
Followed recommended procedure to drain, sanitized, flush, and refill the fresh water system. I may write a separate blog detailing that process.
Septic system
Clean tank
Tank has been kept very clean over the last year so no action necessary.
Sanitize gear
Gear was kept clean over the last year so no action was necessary.
Hot Water (Gas)
Test striker
Lit and ran hot water heater on gas. Removed wasp nests
Clean
Cleaned using vacuum and compressed air
Refrigerator (Gas)
Test striker
Lit and ran refrigerator on gas. Cleaned out wasp nests
Clean
Cleaned using vacuum and compressed air
Stove (Gas)
Test striker
Lit and ran stove on gas
Air Conditioner
Inpect and Clean filter
Internal parts are starting to rust. Unit is not running as efficiently.
Awning
Clean
Sprayed with LA's Totally Awesome to kill mildew
Inspect
Some rust on screw heads, etc.
Lubricate
Sprayed liberally all joints and moving parts with silicone lubricant.
Wheels
Inspect
Inspected rubber, hubs, and suspension. No issues.
Grease hubs
Dexter EZ-Lube hubs were easy to re-grease by following instructions on YouTube.
My Grandma, Ruth Alberta Taylor Ritchie, would have been 100 years old on May 16, 2018. She died Monday, July 30, 2007 at 89 years old. There is not a day that goes by that I don’t miss her. I was her only grandson and she proved over and over again to me that she loved me unconditionally. When I was a young man and I enlisted in the USMC, I called Grandma to tell her. After a long, thoughtful, pause she said (and I remember her words vividly) “Tony, I can’t say that doesn’t scare me and I can’t say that it makes me happy, but I do believe that you need to do what you think is right. I think that you can do anything you set your mind to and I am very proud of you. I will always love you.” That kind of love and care enabled me to do all kinds of things in my life. Grandma was born with one kidney and ended up on dialysis the last few years of her life. God bless my wonderful parents for taking such great care of her but being on dialysis at 89 years old is hard. One evening when I was sitting with Grandma to give Mom and Dad a well-deserved break. Grandma put her hand on my arm and she said, “Tony, I love you but I just can’t do this anymore.” Less than a week later, Grandma died. I was with her right before she died and my final words to her were, “Grandma, thank you for always believing in me and I will always love you.” I know she heard me.
Becca and I are going on a combined work-vacation to New York. My son, Bobby, came home to help me do the required maintenance on our 2015 Jayco Jay Flight 23RB Travel Trailer. We basically followed the list that we created last year. It is my hope that we can help other camper owners finding themselves in a similar situation, and even add to this list next year based on comments and feedback received.
Here are some stats on our camper:
Years Owned: 3 years
Total Mileage: 8629 miles
Total Nights Camping: 112 Nights Camping
For the record, here is a list of all of the systems on which we performed preventative maintenance:
System
Tasks
Notes
Hitch
Configured backup assist
N/A. In my opinion this is a complete waste.
Removed Gear Rust
Used wire brush and Rustoleum rust reformer
Lubricated ball and sway connectors
Used standard grease.
Propane
Inspect
Hoses, connectors, and tanks in good repair
Clean
Wiped down tanks, hoses, and fittings
Refill
Took one tank to ACE Hardware and had it "topped off" for $14. Switched the backup tank to primary.
Undercarriage
Inspect
Noticed some rust starting.
Roof
Inspect Seams
Notices small holes and cracks starting in the seals. Will need to repair with Eternabond tape in the near future and definitely by next year.
Repair issues
N/A. Will do Eternabond at next maintenance.
Stabilizers
Inspect
Significant rust. Considering replacing when these become unserviceable.
Lubricate
Sprayed liberally with silicone lubricant.
Steps
Paint
N/A. Did not paint steps.
Lubricate hinges
Sprayed hinges with silicone lubricant.
Fresh Water
Sanitize
Followed recommended procedure to drain, sanitized, flush, and refill the fresh water system. I may write a separate blog detailing that process.
Septic system
Clean tank
Tank has been kept very clean over the last year so no action necessary.
Sanitize gear
Gear was kept clean over the last year so no action was necessary.
Hot Water (Gas)
Test striker
Lit and ran hot water heater on gas
Clean
Cleaned using vacuum and compressed air
Refrigerator (Gas)
Test striker
Lit and ran refrigerator on gas
Clean
Cleaned using vacuum and compressed air
Stove (Gas)
Test striker
Lit and ran stove on gas
Air Conditioner
Inpect and Clean filter
Internal parts are starting to rust, but unit running well.
Awning
Clean
Sprayed with LA's Totally Awesome to kill mildew
Inspect
Some rust on screw heads, etc.
Lubricate
Sprayed liberally all joints and moving parts with silicone lubricant.
Wheels
Inspect
Inspected rubber, hubs, and suspension. No issues.
Grease hubs
Dexter EZ-Lube hubs were easy to re-grease by following instructions on YouTube.
Okay.... I just finished a different hike and I realized that I completely forgot to blog about this hike. To catch you up, I ended up NOT hiking the Georgia section of the AT in early October as I had originally planned. There was a tropical storm that blew through the area so I had to cancel. I still wanted to hike, though, with my daughter, Katie, and her boyfriend, Miguel. So, we selected the Art Loeb Trail in NC because it is shorter. Little did we know, the Art Loeb Trail is one the most difficult trails in North Carolina. We took a shuttle from Davidson River to Daniel Boone Boy Scout Camp.
Getting Started on the Art Loeb Trail
Day 1: Daniel Boone Boy Scout Camp to Deep Gap: 4 miles
We started this hike at the Boy Scout Camp where I actually went one summer with my oldest son, Bobby. We hiked the first 3.8 miles and it was dark by the time we got to camp.
Art Loeb Trail Section 1Setting Up Camp the First Night
Day 2: Deep Gap to Gloucester Gap: 14 miles
We got an early start on day 2. Hiking through the Shining Rock Wilderness is difficult to navigate due to the intention lack of trail markings. We were vigilant and used a GPS when necessary.
There was a big storm coming within 24 hours with 100% chance of rain and high winds. We decided to push on to Gloucester Gap by going over 14 miles to get as close as possible to the shelter in butter gap. When it became too dark to hike safely we stopped about four miles from the Butter Gap Shelter. The views were beautiful, but this was some of the most strenuous hiking I have done in recent memory. Check out the videos and pictures below to get an idea of how beautiful, and difficult, this trail is.
Note that when Hiking through the Shining Rock Wilderness a bear canister is mandatory. See a picture of the sign below:
Bear Canister Required
Day 3: Weathering the storm at Butter Gap Shelter: 4 miles
We got up early on day 3 to cold rain and started the four mile hike over multiple mountains to Butter Gap Shelter. We got to the shelter and stayed there for 23 hours to weather the storm. It was a great chance to rest up!
Day 4: Butter Gap Shelter to Davidson River: 8 miles
On day 4 we got an early start and hiked back to the truck. The air was wonderful after the rain and the views were stunning.
We swapped packs, but we didn't swap camelbacks:
Summary: I think the Art Loeb Trail is one of the most beautiful on the east coast of the US. However, it is also one of the most difficult so make sure you are ready for it!
My time as a machine gun team leader in the USMC infantry carrying sixty to eighty pounds of weapons and gear over incredible distances, developed in me a very dangerous muscle memory. As my wife often points out, “Remember, you are very capable of hurting yourself.”
My Situation
I have severe arthritis in my spine for which I take an immunosuppressant to block inflammation. As long as I stay on the medication I can walk unassisted and I am typically able to function fairly normally with periods of exacerbation that are moderately limiting usually only toward the end of a medication period. When I turned fifty, I decided that I would push myself to make sure I still have what it takes to be US Marine.
The Trial Hike
I packed a backpack full of forty-seven pounds of gear and supplies and headed out on a slow, but steady, thru-hike of the seventy-seven mile Foothills Trail. “Foothills” makes it sound easy, right? Wrong! There is actually a section of that trail called “Heartbreak Ridge.” To make a long story short, about one day into the hike my back started to flare up which had a domino effect of causing my pulse to race, which caused me to lack the extra cardio capacity to climb the hills, which caused me to overexert myself, which caused me to feel nauseated, which caused me to not eat, which meant I was low on energy without enough calories. I ended up breaking a cliff bar into 100 pieces and swallowing one little piece whole at a time. That is an example of how I had use brain rather than brawn to make it the distance.
So, if I told you that I intended to hike the entire 2200 miles of the Appalachian Trail, you would probably say that I am crazy. Before you judge me, keep reading to see what I learned on my FHT hike:
Lessons Learned
Just because I could easily carry a sixty to eighty pound pack in my 20's means nothing now. I can't carry any more than 35 pounds without causing my arthritis to flare. On the FHT I carried 47 pounds.
I am going to lose weight rapidly as I hike so I have to limit my hike to less than 100 miles. On the FHT I lost 15 pounds in 7 days.
I need to pack foods that help me fight nausea. On the FHT I packed foods that CAUSE nausea.
I need to start the hike the day after an injection and NOT a week after (like I did on the foothills trail).
I can't hike more than 12 miles per day. On the FHT, I had days as high as 15 miles.
My Plan
I am going to fully embrace those lessons learned and hike the Appalachian Trail at the rate of approximately 100 miles per year and finish when I am 73 years old. As I said it is the hike of a lifetime.
I am starting soon and I will blog when I get back. Here is how I am applying what I learned to my Appalachian Trail hike:
My total pack weight with 6 liters of water is 34.4 pounds!
My 2017 stretch of the AT is 86.1 miles.
I am bringing a variety of foods that will help with nausea.
![Beneath the Veil of Smoke and Ash: A Novel by [Tammy Pasterick]](https://m.media-amazon.com/images/I/51sIwx0NFfS.jpg)
Overview:
Note that when Hiking through the Shining Rock Wilderness a bear canister is mandatory. See a picture of the sign below:
Summary: I think the Art Loeb Trail is one of the most beautiful on the east coast of the US. However, it is also one of the most difficult so make sure you are ready for it!
