The right travel Smartphone apps are sure to make your vacation more pleasant

Mobile technology and its subsequent and scalable apps continue to revolutionize every aspect of life, travel included. With so much to see and so little time, these following travel apps help with everything from tracking down wayward Wi-Fi to uncovering the hidden gems of foreign countries. Families with kids in tow and tech-savvy travelers, take advantage of these four apps to satiate your wanderlust.

The Hartford Mobile App

Customer or not, this app from auto insurer Hartford Financial Services Group offers useful features for vehicle insurance customers. Drivers must adhere to Murphy’s Law and prepare for the worst when taking a cross country road trip. In the unfortunate case of an accident, drivers can access an accident checklist to review the necessary steps, collect and exchange driver info including snapshots of the crash and even request assistance through roadside services. Customers of the Hartford can quickly connect to Claims Services to report an accident. The Hartford Mobile App provides resources for after the crash as well: effortlessly locate an auto repair facility from approved shops, search for an inexpensive replacement vehicle and seek repairs for a cracked windshield. This app can come in handy when you’re miles from home and need to get back on the road safely and ASAP.

FlightTrack

FlightTrack’s aerial app aims to reduce the high stress of flight and airport traversal. It covers more than 1,400 airlines and 3,000 airports, allowing you to manage the multitude of information necessary for a smooth trip. Real-time updates of global flights is effective when waiting for your delayed flight. Delays, gate locations and cancellations—all the flight info you need is right at your fingertips. FlightTrack Pro’s additional terminal maps, alerts, TripIt integration, airport weather forecasts and FAA delay notices is well worth the asking price of $9.98.

Lonely Planet

The solo traveler’s bible, this popular guidebook has relegated its print version in lieu of this ultimate traveling app. A country’s top destinations are flagged on the map—simply tap where you want to go and that city’s guide unfurls. All locales are accompanied by a detailed description and basic site information (address, contact info, hours, offline map). The maps and text are available offline as well, if you prefer to traverse the road less traveled (i.e. outside of a cell phone tower’s range). Lonely Planet even provides audio phrase books for easier communication with locals and audio walking tours of Paris and London that guide you through popular attractions.

Wi-Finder

Search for more than half a million Wi-Fi spots in 144 countries with Wi-Finder. Upon downloading the 38MB offline database, this free app can find Wi-Fi locations without using Wi-Fi. Enter your geographic information (country, region, city) and optional ZIP code. The app displays a map displaying free Wi-Fi in green and paid locations in blue. Search results also shows the provider and type of location such as hotels and restaurants. Even more helpful, Wi-Finder reveals step-by-step directions and distance if location services are functional. Since you can’t carry a printer with you while traveling (not yet), HP ePrint stations are shown for on-the-go printing.

Our new travel trailer is long and heavy.

Dad and I spent the first seven years of our full-time RV lifestyle dumb and happy. Although my parents did as much research as they could before buying their first travel trailer, there were innumerable things that simply never came up. Brake controllers, for instance. When we began shopping for a new travel trailer in March 2012, every salesperson we met was appalled that we did not have a brake controller. This meant that we had towed the trailer for seven years without any way for the trailer brakes to engage! Luckily, we never had any incidents, even when crossing the Continental Divide. Still, going without a brake controller is not exactly a recommended activity. So when we bought our new trailer, we also invested the $150 in a good brake controller.

Our Saga

A traditional sway control hitch works for many vehicle combinations.

We also knew next to nothing about hitches. When my parents bought their trailer, the salesman recommended a weight distributing hitch with sway control. He sold them an Equal-i-zer, a popular midrange brand that was perfectly suited for that particular trailer and tow vehicle combination. However, our new trailer is both longer, at 31 feet, and heavier, at 7400 pounds loaded, than the old one. It is also rear-heavy, since we have opposing rear slides. Meanwhile, our tow vehicle is a Ford Expedition Eddie Bauer. It can handle the trailer, but needs a bit of help with stability. While the Equal-i-zer is a fantastic hitch, it was no longer right for our particular combination.

We upgraded to a Blue Ox, a more robust hitch with fabulous customer ratings. But for reasons that we simply could not fathom, the Blue Ox did not control our trailer sway at all. We had it readjusted several times, but eventually came to the conclusion that it simply would not work for us. It was time to take more drastic action.

Premium Hitches

The ProPride 3P is a different kind of hitch system.

By this point, it was clear that a traditional weight distributing hitch with sway control would not meet our needs. We assumed that the length and heft of the trailer, paired with our short-wheelbase tow vehicle, required a premium option.

Designed by avid RV enthusiast and travel trailer salesman Jim Hensley, who perfected his ideas over a 40-year period before licensing the patent to a manufacturing company in 1994, the Hensley Arrow was the original sway-eliminating hitch. Rather than controlling trailer sway after it starts, the Hensley Arrow locks the trailer and tow vehicle together by projecting the pivot point forward, off the hitch ball and into the midsection of the tow vehicle. This stops the rotational movement that induces trailer sway.

Although the Hensley Arrow remains enormously popular today, we were equally intrigued by the ProPride 3P. A later design by Jim Hensley, the ProPride 3P is manufactured by the former Vice President of Hensley Mfg, Inc. The ProPride is based on the same concepts as the Hensley Arrow, but the design is slightly different.

Both hitches are similarly priced at around $2400, although Hensley sometimes has less-expensive remanufactured units available. With such an investment at stake, we went back and forth between the two hitches, gathering information and opinions online before making a final decision. Ultimately, we chose the ProPride due to personal preferences as well as the incredible accessibility and helpfulness of the company owner, Sean Woodruff. Nonetheless, we truly believe that the Hensley product is equally worthy.

Ordering a ProPride 3P

Neither the Hensley Arrow nor the ProPride 3P is sold through dealers. Both hitches are designed for self-installation, and are sold only through their respective manufacturers. When we made the decision to order the ProPride, we called Sean, who walked us through the process of placing our order on the ProPride company website. Besides the hitch kit, we ordered extensions for our trailer chains and 7-pin electrical cord. Although they may not be necessary for all trailer-tow vehicle combinations, the extensions are often required because the hitch adds an extra foot in length between the tow vehicle and the trailer.

At the time of our order, the manufacturing process was a bit backed up, so Sean advised us to allow three weeks. The website allowed us to monitor the status of our order, and Sean was always available by cell phone for more personalized information. As it turned out, he was actually able to ship out our hitch less than two weeks after we placed the order.

About the ProPride 3P

We don’t look like every other vehicle going down the road!

Because Dad has a very bad back and we do not carry much of a tool chest, we were reluctant to install the hitch ourselves, so we arranged for our selling dealer to perform the installation. When we arrived at the dealership on installation day, we were very glad that we had! The system is massive, weighing in at over 200 pounds altogether. Of course, it is shipped in sections and those who are comfortable putting together mechanical devices should have no real problems. For us, however, it was well worth the few hundred dollars charged by our dealer.

The major components of the ProPride 3P are the stinger, the hitch box, the yoke, the weight distribution bars and the weight-distribution jacks. I was extremely confused at first, as are most people who are new to this type of hitch, so let’s break it down a bit.

The stinger is the metal piece that fits into the hitch receiver on the tow vehicle. It looks similar to the draw bar on a traditional trailer hitch, only there is no ball at the end. Instead, the stinger slides into the center of the hitch box. The stinger is the only piece of the setup that is not permanently installed on the trailer’s A-frame. It is easy to remove when not in use, and is fully adjustable to fit a wide range of tow vehicle-trailer combinations.

The hitch box is the main central unit of the ProPride. The box has a ball that locks onto the trailer’s coupler, preventing any possibility for rotation. The stinger slides in and is locked in place with two latches. The entire system is secured at the hitch box.

The yoke is a metal frame that fits securely underneath the trailer’s A-frame. In tandem with the hitch box, it ensures that the trailer stays steady and sway-free.

The weight distribution bars are available in multiple sizes from 600 pounds to 1400 pounds, depending on the trailer’s tongue weight. However, we strongly suggest that you discuss your particular setup with Sean before ordering bars. Although our tongue weight is only around 800 pounds loaded, he recommended the 1400 pound bars for our setup. The weight distribution bars are permanently attached to the trailer’s A-frame, making it much easier to hitch and unhitch from the tow vehicle.

The weight distribution jacks control the adjustment of the weight distribution bars. Unlike traditional weight distribution and sway control systems, the ProPride 3P is infinitely adjustable, allowing us to dial in our preferred setting. A power drill makes raising and lowering the jacks easier, but a manual wrench is provided with the hitch.

Our Experience

The main components of the ProPride 3P are easy to see here.

It took our dealer the better part of an afternoon to install the hitch. Wonderfully detailed step-by-step instructions are included, and Sean is just a phone call away. We watched the installation process, and it looked relatively straightforward. A competent handyman with a tool chest and a strong back could easily install it in less than a day.

There is a slight learning curve to hitching up the trailer. The stinger-hitch box coupling is sort of like docking at the space station! But we got the hang of it fairly quickly, thanks to a range of YouTube videos that demonstrate the process step by step.

We could feel the difference in towing as soon as we hitched up. Where before, we couldn’t go much above 35 mph on a day with no wind, the ProPride allowed us to go 55-60 mph in moderately strong gusts. Although we could still feel the push of a passing semi-truck, the ProPride turned a previously terrifying situation into a gentle and easy to correct non-event.

Yet the ProPride seemed to unmask another problem, one we hadn’t noticed with the other hitches, while we were busy trying to stay on the road. Whenever we hit the brakes, the trailer lurched to the right side. A trip to Camping World revealed that the trailer brakes were stuck on that side, and that issue was corrected under our trailer warranty. Nonetheless, the trailer continued to pull to the right on stopping.

Trailer Alignment

After ruling out any problems with the tow vehicle alignment or the hitch, we had Camping World perform a laser alignment on the trailer, which revealed the true source of our troubles. Due to a manufacturing defect, our trailer is badly out of alignment! That issue caused the unstoppable sway with the other hitches, and was now causing the pull to the right.

We genuinely believe that the ProPride 3P saved our lives. Its ability to lock the trailer and the tow vehicle together compensated for the alignment issue, preventing sway from developing. Instead, it gave us a gentle hint that something was not right by allowing the pull to the right to occur during braking.

Our Impressions

The Internet is filled with loyal fans of both Hensley and ProPride who claim that their hitches saved their lives during emergency situations. Until we developed our own issue, however, I largely took such claims with a grain of salt. After all, how often are we in an emergency situation, right? But now I realize that emergencies can arise anywhere, at any time. You never know when it will be your turn for something weird to happen with your trailer.

Even in a day-to-day, non-emergency situation, I do believe that the ProPride (and probably the Hensley as well) provides a safer and more comfortable tow than a traditional hitch does. We had a traditional system on our previous trailer and it worked fine. I was rarely particularly scared. Yet I know that I would have been more confident overall with a premium hitch. Unexpected situations are a way of life on the road, and I try to minimize the impact that they will have on our lives.

Do you need a ProPride 3P? Not necessarily. If your tow vehicle and trailer are well-matched, a variety of mid-range hitches will likely meet your needs. If you have the extra funds, however, a ProPride hitch provides additional safety, comfort and peace of mind. As someone on the RV forums once said, “You have a $30,000 tow vehicle and a $25,000 trailer. Is $2,500 really too much to spend on holding them together?” Ultimately, that is a question that only you can answer for your family.

Related Articles:

RV Shopping: Weights and Measures
RV Shopping: Weight Distribution and Sway Control
RV Shopping: Getting the Best Deal
RV Shopping: Meeting Your Family’s Needs

Get your kids involved by assigning them certain responsibilities

Between early morning wake-ups, multiple suitcases, bickering siblings and crying toddlers, family trips through the airport can be enough to make parents wonder why they decided to travel in the first place.

Unfortunately, some aspects of airport travel — like surprise pat downs and flight delays — are completely out of your hands. However, if you make a few changes in areas you can control, you’ll be able to get your family through the airport with these five tips.

Double-Check Your Reservations a Few Days in Advance

Something as simple as putting the wrong flight time in your planner could result in a missed flight or a few extra hours at the airport. In addition to making sure you have the correct flight time, Melanie Pinola at Lifehacker suggests confirming any reservations with your hotel and car rental service. It’s rare, but sometimes reservations can be lost or services can be overbooked. In either case, you’ll want to be prepared.

Don’t Let Them Log On

No matter how badly your teens and tweens want to send an email or check Facebook, enforce a no-Internet rule for the whole family. Staying offline while you make your way through the airport will keep everyone alert and undistracted. Taking this small step will also keep your family safe from stolen information and identities, as airport Wi-Fi connections are notoriously insecure. Many have taken the step in approaching companies like Lifelock to ensure they get notified of any discrepancies. This could prove as a great investment if you anticipate having to log on to unfamiliar networks later on in your trip. Travel and identity theft go hand in hand and receiving immediate notification of compromised security could really come in handy when preventing a trip from going sour.

Eliminate Extra Tasks

Avoid standing in line for food or weaving through the aisles of crowded gift shops by packing all your airport entertainment and snacks before you leave home. Granola bars and trail mix make great travel food because they’re healthy, filling and portable. By the same token, choosing books and magazines well before you get to the overpriced airport stores will save you money, time and the stress of having to make last-minute decisions. To eliminate one more step, print all of your boarding passes at home.

Carry On All of Your Family Valuables

Caroline Morse of Smartertravel warns that if an item in your checked luggage is damaged or goes missing, airlines won’t offer any reimbursement. Pack any valuables in your carry-on luggage and don’t just consider your high-priced items. If your daughter loses her diary or your son’s favorite stuffed animal disappears, it could put a damper on the whole trip. Keep all your valuables — whether expensive or sentimental — with you at all times.

Give the Kids Their Own Tasks

Let yourself have a break by giving your younger child the responsibility of regularly counting everyone’s bags to make sure nothing has been left behind. Assign an older child the task of finding your gate on the map and locating a bathroom stop on the way. Allowing your kids to take responsibility for simpler tasks will not only give them a sense of control, but it will keep them occupied and leave you with fewer things to worry about.

Going through the airport with your family can quickly turn into a train wreck — but only if you’re unprepared. If you make a few arrangements at home, take steps to safeguard your valuables and keep your kids engaged, you’ll find that your airport experience will be much less stressful for the entire family.

Related Articles:

Travel with Kids – Essential Planning Tips
Which Form of Transportation Works Best on your Family Trip?
Advice for Air Travel with your Baby – What Gear to Bring
Four Reasons a Road Trip is Better than Flying – Vacationing with Kids
Family Road Trip Tips – Excursion Through Southern California
Tips for Air Travel with Kids on Domestic and International Flights
TSA Procedures – Preparing Children for Body Scanners & Pat Downs

Weights are boring but critical for safety and comfort

So you have decided to take the plunge, joining millions of others in the RV lifestyle. While it is important to find just the right floor plan to meet your family’s needs, don’t fall in love too fast. The layout and design features of an RV affect your family’s happiness, but the weights and measures affect your family’s safety. Although rules also apply to truck campers and motor homes, towable RVs such as travel trailers and fifth wheels require special considerations. Here I will focus on travel trailers, as those are the RVs with which I have personal experience. Always check with the manufacturers of both your tow vehicle and the trailer for specific advice on your particular combination.

Learning the Acronyms

Although it is not nearly as much fun as looking at photos and planning your trip, everyone in the market for a towable RV needs to learn a variety of acronyms. Understanding how these factors work together is a critical early step in RV shopping. For the tow vehicle, these numbers are on a sticker in the driver’s side door frame. For the RV, these numbers are on a sticker somewhere on the RV. In older models, the sticker was generally inside a kitchen cabinet, but in newer models it is typically on the outside near an entry door or storage compartment. Although general numbers are usually available online, the number may vary between individual units due to factory-installed options. Read the sticker on every single vehicle and RV you are considering.

You need to know the capabilities of both the tow vehicle and the trailer

Gross Vehicle Weight Rating (GVWR): Both the RV and the tow vehicle have these. The GVWR refers to the maximum fully-loaded weight that the RV or vehicle can safely hold. This includes people, animals, furniture, accessories, water, propane, and even clothing. If it is inside the walls or attached to the frame, it counts toward the GVWR.

Maximum Trailer Capacity (MTC): This is the maximum trailer weight that your tow vehicle can handle. In theory, the GVWR of the trailer should not exceed the MTC of the tow vehicle. However, as long as the unloaded weight of the trailer is significantly below the MTC, you can keep the trailer within a safe range by carefully managing its payload.

Unloaded Weight (UW), Dry Weight (DW), Curb Weight (CW), or Base Weight (BW): This rating goes by a number of different names, but like the GVWR, both the RV and the tow vehicle have these. This is the weight of the RV or the tow vehicle without anything in it. But this can be confusing, because different manufacturers calculate this differently. Many, but not all, vehicle manufacturers include the weight of a 150-pound driver in this weight. Some also include a full tank of gas. Some RV manufacturers list the weight of the RV before any options are added (such as an awning or gas grill), while others list the weight of the fully-equipped RV when it leaves the factory. Since this term may mean many different things, the best way to get an accurate weight is to weigh the vehicle or RV yourself. We will discuss how to do this a little later.

Payload Capacity (PC) or Cargo Capacity (CC): This is how much weight you can safely put into the RV or tow vehicle, including options, accessories, people, pets, and personal items. The CC is equal to the GVWR minus the unloaded weight of that vehicle or RV. If the payload capacity is clearly marked on the vehicle or RV, then you can skip the step of getting your own unloaded weight. The UW will equal the GVWR minus the CC.

Gross Combined Weight Rating (GCWR): This number applies only to the tow vehicle. It is the maximum total weight of the tow vehicle plus the RV, including all of the people and items you add.

Rear Axle Weight Rating (RAWR): This number is only found on the tow vehicle. The RAWR is the maximum amount of weight that the rear axle of the vehicle can safely support. When towing, this number includes the tongue weight of the RV. It also includes the normal, unloaded weight on the rear axle as well as any payload that you carry inside the rear of the vehicle.

Tongue Weight (TW): This number applies only to the RV. This is the amount of weight that the RV places on the rear axle of the tow vehicle. For stability and safe towing, the TW of a travel trailer must be between 10 and 15 percent of the total loaded trailer weight. Different specs apply to fifth wheels. The dry tongue weight quoted by manufacturers is often misleading, as the TW goes up as the trailer is loaded for camping.

Hitch Receiver Weight (HRW): This number applies only to the tow vehicle. It is the amount of tongue weight that the tow vehicle can safely handle. Note that this number may be lower than the available payload capacity on your RAWR.

How the Weights Work Together

When taken together, the above ratings paint a clear picture of whether your chosen RV and tow vehicle are a safe and effective combination. Here are some real-world numbers to help demonstrate how this all works.

Dad and I drive a 2007 Ford Expedition Eddie Bauer with a Heavy Duty Tow Package. According to a combination of our vehicle sticker and the Ford Towing Guide, these are the numbers for our Expedition:

Armed with those figures for our Expedition, let’s look at the numbers for our travel trailer, a 2012 Forest River Flagstaff 27RLSS:

We know right off the bat that the TW of the Flagstaff is a bit misleading. When towing a travel trailer, for stability reasons it is critical that the TW be 10 to 15 percent of the total trailer weight. Therefore, with the trailer empty, the TW should be at least 614 pounds. Fully loaded, it should be at least 743 pounds. We can accomplish this by loading our heavier items toward the front of the travel trailer, but it is something we need to look at when comparing the capabilities of the Expedition to the needs of the trailer.

Your tow vehicle and trailer must work together

Now we can do some basic calculations without ever taking either the vehicle or the RV to a scale. The GVWR of the trailer is 7436, which is a good bit less than the MTC of the Expedition, at 9200. So the trailer weight itself is fine. The GVWR of the Expedition plus the GVWR of the trailer is 14836, below the 15,000 pound GCWR of the Expedition. So even if we load both vehicles to their maximum, we are still within specs. The minimum safe TW for the GVWR of the trailer is 743, below the 920 pound HRW of the Expedition. Again, the numbers work out. The maximum safe TW for the GVWR of the trailer is 1115. That’s higher than the HRW of the Expedition. But that’s okay. The dry weight of the tongue is only 474, so it will be easy to load in such a way that we do not exceed the HRW. If the dry weight of the tongue was higher, it might be tough to keep the TW down once the trailer was loaded.

GVWR (trailer) < MTC (Expedition)
GVWR (Expedition) + GVWR (trailer) < GCWR (Expedition)
GVWR (trailer) x .1 = minimum safe TW (trailer)
GVWR (trailer) x .15 = maximum safe TW (trailer)
Minimum TW (trailer) < HRW (Expedition)

Next we have to go to the scales to weigh the Expedition. We know that the RAWR of the Expedition is 4250—but how much weight is it already carrying? Can we put 743 or more pounds of tongue weight on it without causing damage? Aligning the Expedition on a CAT scale so that each axle is on a separate scale gives us the answer. We’re currently carrying 3240 pounds on that rear axle.

RAWR (Expedition) – Actual Weight on rear axle = remaining CC on rear axle
4250 – 3240 = 1010

We have over 1000 pounds to play with—our max HRW is only 920, so no way is the tongue weight on that trailer going that high! We also learn that the current loaded weight of our Expedition is right at 6400 pounds.

GVWR (Expedition) – Actual Weight (Expedition) = remaining CC of Expedition
7400 – 6400 = 1000

Again, our HRW is 920, lower than the available CC of 1000 pounds. So the additional tongue weight will not exceed the Expedition’s GVWR. The travel trailer appears to be well within our vehicle’s capacities.

Trailer Weights

Our trailer can handle the payload we need without overstressing our tow vehicle

Now we need to look at the trailer itself. Dad and I are full-timers, meaning that we live in the RV year-round. According to experts that we have heard at various seminars, two people who full-time generally carry around 1500 pounds of “stuff.” That’s everything from dishes to electronics, and clothing to furniture. If you do a lot of dry camping, in which you do not have utility hookups, you will also carry water in the fresh water tank. A full load of water adds approximately 250 pounds, depending on the size of your tank! Since we rarely camp without hookups, we only carry around 1/3 of a tank, or about 80 pounds of water.

We were able to eliminate quite a few RVs from our list based on weights alone. Some of the travel trailers that we looked at had dry tongue weights of well over 900 pounds! Since we can only handle a maximum of 920 pounds fully loaded, those RVs did not meet our needs. Likewise, many of the travel trailers had cargo capacities of only a few hundred pounds. There is no way that we could have carried everything needed for full-timing in that little capacity.

The Flagstaff that we finally selected is a bit light on cargo capacity, at just 1293 pounds. Our previous travel trailer could handle 2200 pounds. But this was an area in which we were willing to compromise, since the trailer is otherwise perfect for our needs. We just have to be extremely careful when loading it. But since our Expedition weights are not nearly at capacity, we carry some items that we use less frequently inside the vehicle instead of the RV.

Using the CAT Scales

Weighing the combination, loaded for camping, is the only way to know for sure

Except for the current weights on the Expedition, we were able to find all the numbers we needed without visiting a scale. Once you purchase your travel trailer, however, it is imperative that you make the trip. CAT scales are available at truck stops, where semi-truck drivers use them to ensure that their trucks are within legal weight limits. Open to everyone, these scales are the best place outside of specialized RV weighing facilities (offered at some rallies) to determine the actual weight of your tow combination.

Load up the tow vehicle and RV as you would for camping. If you plan to dry camp, fill your fresh water tank. Fill the propane tanks and your vehicle’s gas tank. Add the clothing, shoes, toys, games, books and other supplies you plan to carry. Don’t forget the firewood, grill, bicycles and anything else that you would take on your ideal camping trip. Hitch up and drive (carefully) to the nearest CAT scale.

CAT scales actually consist of multiple smaller scales that are divided by painted yellow lines. Position your combination so that each axle is on a separate scale. The front axle of your vehicle should be on the furthest forward scale, the rear axle on the next scale and all the trailer axles on the third. For purposes of calculations, all the trailer axles will be considered together as one unit. Push the call button and tell the attendant that you need to weigh your combination. When you get the go-ahead, pull off the scales and park in a safe location, then go inside to get the results. As of 2012, an initial weigh costs $9.50, while reweighs within 24 hours cost $1 each.

Tow the trailer to wherever you are storing it and unhitch. Do not unload anything in your tow vehicle. Immediately return to the CAT scale in your tow vehicle. If it is a long distance, replace whatever gas you used. Now position the vehicle on the CAT scale as you did before, ensuring that each axle is on a separate scale. Push the button and give the attendant the previous weigh number from your receipt. Park safely and go inside to get your new receipt.

With the two receipts in hand, you have all the information you need to determine your actual weights and make adjustments as needed. The bottom number on your first receipt is the Gross Weight of the tow vehicle and the RV. Subtract the Gross Weight on the second receipt (just the tow vehicle) from the Gross Weight of the combination. Next, subtract the Trailer Axle Weight on the first receipt to get the Actual Tongue Weight of the trailer.

Gross Weight (with trailer) – Gross Weight (without trailer) – Trailer Axle Weight = Actual TW

Add the Actual TW of the trailer to the Trailer Axle Weight on the first receipt (combination) to get the total weight of the trailer. Multiply the total weight of the trailer by 0.1 to determine the minimum safe TW, and by 0.15 to determine the maximum safe TW. Compare those numbers to your calculated actual tongue weight.

(Actual TW + Trailer Axle Weight) x 0.1 = minimum safe TW

(Actual TW + Trailer Axle Weight) x 0.15 = maximum safe TW

Confused yet? Here are some examples from our combination, taken at a CAT scale a month ago. We had the dealer transfer our weight distribution sway control hitch system from our old trailer to the new one.

Tow Vehicle and Trailer Combination

Tow Vehicle Only

The Steer Axle is the front axle, and the Drive Axle is the rear axle. The Trailer Axle is the weight carried on the axle of the trailer, but does not include the tongue.

The gross weight of the combination is 13720 (first receipt), while the gross weight of the tow vehicle without the trailer attached is 6260 (second receipt). The trailer axle weight (first receipt) is 6760. So using the formula, we can calculate the actual tongue weight.

Gross Weight (with trailer) – Gross Weight (without trailer) – Trailer Axle Weight = Actual TW
13720 – 6260 – 6760 = 700

The trailer axle weighs 6760 and the tongue weighs 700. That means our total trailer weight is 7460 pounds.

Trailer Axle Weight + Actual Tongue Weight = Total Trailer Weight

6760 + 700 = 7460

Remember that the Tongue Weight should be 10 to 15 percent of the total trailer weight.

(Actual TW + Trailer Axle Weight) x 0.1 = minimum safe TW

(Actual TW + Trailer Axle Weight) x 0.15 = maximum safe TW

That means our TW should be between 746 and 1119. The maximum TW that our Expedition can handle is 920, or roughly twelve percent. But our concern is that our TW is too low. Ten percent of 7460 is 746, so our tongue weight is 46 pounds lighter than it should be. On our next trip, we’ll need to shift some weight forward onto the tongue. Thankfully, our RAWR is 4250, so we can handle another 90 pounds on the rear axle.

RAWR (Expedition) – Actual Weight on rear axle (first receipt) = remaining CC on rear axle
4250 – 4160 = 90

We can easily shift 50 pounds or so forward without damaging the axle. If the tongue weight was too high, we could reverse the process and shift weight backwards onto the trailer axle.

But there’s another problem. The GVWR of the trailer is 7436 and we’re carrying 7460. That means we are carrying 24 pounds too much inside the trailer. We need to move some items into the vehicle, since we’re not exceeding its capacity.

So we could simply move 24 pounds from the trailer into the Expedition and 50 pounds from the back of the trailer to the front of the trailer. We have 90 pounds available on our rear axle, and 50 plus 24 is 74, so we’re still (barely) within specs. But what if we want to buy more groceries? What if we pick up a few souvenirs? Won’t we go overweight again?

There is a second possibility. The tongue weight needs to be at least ten percent of the loaded trailer weight. Therefore, if the loaded trailer weight goes down, so does the necessary tongue weight. What if we move a bunch of weight out of the trailer?

Looking at the numbers again, we can do another equation. By adding together the front axle and rear axle numbers on the receipt that includes the trailer, we can determine how much the tow vehicle weighs including the weight of the trailer tongue.

Steer Axle (first receipt) + Drive Axle (first receipt) = Gross Weight Tow Vehicle with Tongue
2800 + 4160 = 6960

The GVWR of the Expedition is 7400. That means we can still add 440 pounds of cargo to the Expedition, as long as we don’t add it all to the rear axle. Since Dad and I travel alone, we can fold down our second row seats and put cargo there.

If we move 200 pounds of weight from the trailer axle to the Expedition, then the total trailer weight goes down to 7260. Now we only need to shift 26 pounds forward onto the trailer tongue to get to ten percent. If we move 300 pounds, then the trailer weight goes down to 7160. We just have to be careful to balance the load in the Expedition so that more of the weight goes onto the front axle than the rear axle. But how do we balance everything? The weight distributing hitch is a valuable tool that no RVer with a heavy trailer should ever be without.

Related Articles:

RV Shopping: Weight Distribution and Sway Control

Our new Flagstaff 27RLSS is long and heavy

When purchasing a new travel trailer, it is very important to familiarize yourself with several numbers that, when taken together, demonstrate the ability of your tow vehicle to safely pull your chosen trailer. However, even crunching the numbers is not always enough. When towing a heavy or long travel trailer, you must also consider weight distribution and sway control. These factors are critical to a safe towing experience and the best choice of equipment varies for each combination of tow vehicle and trailer. Below is a general guide based on my own experiences, but it is always best to speak with the manufacturers of both the tow vehicle and the trailer to ensure that you have the best possible setup for your individual needs.

Weight Distribution

Trailer hitches come in two basic forms—weight-carrying and weight-distributing. As the name implies, a weight-carrying hitch sits on the bumper of the tow vehicle and takes the full weight of the trailer tongue. These hitches are common and relatively safe for very lightweight trailers. As the weight of the trailer rises, however, weight-distributing hitches become critical.

This is an example of a combined weight-distribution and sway control system

A weight-distributing hitch attaches to a receiver mounted on the tow vehicle’s frame beneath the rear bumper. Vehicles that are designed for heavy trailer towing have both a hitch receiver and an electrical connection to plug in the trailer. To safely tow a trailer that weighs over 5000 or 6000 pounds (depending on the tow vehicle manufacturer), the tow vehicle needs to be specially equipped. Among other upgrades, a properly equipped tow vehicle is outfitted with a heavy duty hitch receiver and a 7-pin electrical connector. On some vehicles, these items are standard equipment. On others, they are part of an optional package. For some older vehicles, it may be necessary to add each item individually to the vehicle. Always check with your vehicle manufacturer to ensure that you have all necessary equipment to safely tow a heavier trailer. Also check the manufacturer’s towing guide to learn the weight limitations of your tow vehicle.

As an example, Dad and I drive a 2007 Ford Expedition Eddie Bauer with the optional Heavy Duty Towing Package. This package includes an auxiliary oil cooler, an upgraded radiator, heavy duty flashers, a trailer brake wiring kit, a hitch receiver, and a 7-pin wiring harness and connector. According to the Ford Towing Guide, we can tow a 6000 pound trailer with a 600 pound tongue on a weight-carrying hitch, or a 9200 pound trailer with a 920 pound tongue on a weight-distributing hitch. If we had a 2012 Ford F-350 DRW truck, we could tow a 15000 pound trailer with a 1500 pound tongue on a weight-distributing hitch.

What a Weight-Distributing Hitch Does

As the name implies, a weight-distributing hitch distributes the weight of the trailer tongue among the three axles—the front and rear axles of the tow vehicle, and the axle of the trailer. The weight distribution system that you choose should be able to handle more than the tongue weight of the trailer, but not too much more. If you choose a 1500 pound system for a 400 pound tongue, the weight distribution will be too great. You need to have 10 to 15 percent of the total trailer weight on the hitch. Any less and you may experience dangerous and unpredictable sway. Likewise, a system rated for 1000 pounds is virtually useless for a 1500 pound hitch. The distribution will be improper. Theoretically your tongue weight might still end up in the 10 to 15 percent range, but the weight distribution system will not perform as predicted.

Sway Control

Integrated sway control works with the heavy weight distribution bars

Although it is possible to install either portion separately, sway control systems typically go hand in hand with weight-distributing hitches. In an ideal world, a properly loaded and balanced tow vehicle and travel trailer combination will not sway. In reality, however, it only takes a sudden gust of wind, being passed by a semi-truck (the infamous “truck suck”) or even a moment’s inattention to the road for a dangerous sway condition to develop. When my parents first bought the old RV in 2004, the dealer told them that he had plenty of customers turn down sway control, drive a few miles down the highway, then turn around and come back for a sway system.

The problems of sway are exacerbated by not only loading and balance, which are reasonably easy to correct, but by the length and weight of your travel trailer compared to the length and weight of your tow vehicle. In general, a short wheelbase vehicle such as an SUV or a short bed truck is more prone to trailer sway, particularly as the length of the trailer approaches or exceeds 30 feet. A trailer that weighs as much as or more than the tow vehicle is also more likely to sway.

Keep in mind that trailer lengths can be misleading. In older trailers, the model number typically gave the overall exterior length of the trailer. Our 2004 Road Runner XL 27RB was 27 feet long from tip to tail. Today, however, the model number generally refers to the interior length. Our new 2012 Forest River Flagstaff 27RLSS is 27 feet long in the living area, but 31 feet long overall—four feet longer than the old trailer. The exterior length is usually listed on a chart in the manufacturer’s brochure and website, but be sure to ask if it is not readily apparent. We looked at a few RVs that were 30 feet long inside, but more than 36 feet overall!

Sway control is available in three main types—friction, adaptive, and predictive. All three types work well under the conditions for which they were designed. Each RVer has his or her favorite type of sway control system and one or two that are absolutely hated. The problem is that one person’s hated sway control is the next person’s favorite. As a very general rule of thumb, friction systems work extremely well on shorter and lighter trailers, while expensive predictive systems are considered the gold standard for heavy, long trailers towed by vehicles with a short wheelbase. That said, however, many people successfully tow long trailers with friction systems and many prefer an adaptive or predictive system for even a relatively short trailer.

Before choosing your weight-distributing hitch or sway control system, do a great deal of research. Visit the websites of various hitch and sway control manufacturers and learn how that particular system works. Visit Internet forums for RVers, particularly those frequented by full-timers. Ask detailed questions about your particular combination, and take all opinions to heart.

Ultimately, the only way to decide which system is right for you is through real world experience. Though it can be an expensive lesson if your first choice doesn’t work out, it is important to thoroughly test out your new system. Hitch up and drive (carefully) in a variety of road and weather conditions. Stop and start at low speeds, try out city traffic and drive on the highway. If your trailer sways, begin by readjusting the sway control system or pay an expert to adjust it for you. As long as all of your weights are balanced, most minor sway problems can be corrected by playing with the settings on the sway control system. But if you are unable to get sway under control, consider purchasing a different system. Compared to the price of your tow vehicle and your travel trailer, not to mention the fact that the lives of your family and others on the road are on the line, even buying two or three systems is a relatively small investment.

Brake Controllers

The brake controller controls the trailer brakes. Pretty important equipment!

As mentioned above, my parents’ RV dealer made a huge deal out of the need for a sway control system. And he was absolutely right. With the sway control system he sold them, we were later able to trade the long wheelbase van in on a short wheelbase Expedition, and successfully towed the 27 foot travel trailer all through the windy American Southwest. We are now looking to upgrade our system, as the new 31 foot trailer is slightly too sway-prone for the old system.

What that dealer never mentioned to my parents, however, is a brake controller! Without a brake controller, the trailer brakes will not activate, forcing the tow vehicle to stop the entire combination. Brake controllers are legally required in all states for trailers over a certain weight, though the exact weight varies from state to state. When we were shopping for our new travel trailer, however, all of the dealers we talked to were in agreement that our old trailer, which weighed in at just over 6000 pounds fully loaded, definitely needed a brake controller. We were fortunate indeed that we were able to successfully tow through the mountains, considering our trailer brakes were never engaged! At nearly 7500 pounds fully loaded, our new travel trailer certainly needs its brakes.

A brake controller activates the trailer brakes when the vehicle brakes are applied. The brake controller itself is a small box mounted within easy reach of the tow vehicle driver. There are two types of brake controller—proportional and time-delayed. Time-delayed controllers always provide maximum braking power at a preset interval after initial vehicle braking. Proportional controllers apply the trailer brakes in tandem with the braking power applied on the vehicle brakes. Both types of system have their fans, and in general, both work well. Base your decision on the recommendation of your dealer in tandem with detailed Internet research.

A Word on Dealers

RV Dealers don't always know which system is best for you

We spoke to dozens of RV dealers during an intense two months of shopping for our new travel trailer. We found that for the most part, dealers care about helping customers select the RV that is truly right for them. As in any industry, though, we found extremely good dealers who go above and beyond the call of duty, and extremely bad dealers who care only about making a sale. We also found quite a few well-meaning dealers who were not well versed in the particulars of towing with an SUV.

Ultimately, you have the responsibility for the safety of yourself, your family and other drivers with whom you share the road. It is up to you to learn and understand the capabilities and limitations of your tow vehicle. Some dealers will say, “Your vehicle will tow anything on the lot!” Others prefer, “Don’t worry that the hitch weight is over your specifications. A weight-distributing hitch will take care of that.” These and similar statements are not necessarily red flags, but they are yellow warning flags. Expect dealers with this mindset to be either uninformed or purposely misleading. That was the point at which Dad and I started tuning out the dealer’s “helpful advice” altogether.

Even when interacting with helpful and well-informed dealers, we chose to make every calculation ourselves, just to be on the safe side. Every time we walked through an RV, we carried a tape measure and I made detailed notes on my smart phone. We searched the manufacturer websites and talked to others who owned the same model. When a specific question arose, Dad actually called the manufacturer and talked to the lead design engineer on that model (the one we ended up purchasing, as it turns out).

Though it took a long time and quite a few near-misses, we ended up buying from a wonderful dealership that we feel we can truly trust. Eagle Ridge RV in Lake Wales, Florida is a small dealership with only a handful of employees and a relatively small number of units, enabling them to provide us with nearly unparalleled service and advice. We are extremely happy with both our RV and our dealer. Take your time, refuse to yield to high-pressure tactics, and pursue any questions or concerns until you have a definitive and absolutely correct answer. Your family’s safety and happiness are well worth the effort.

Negotiating an RV purchase can be intimidating

So you are in the market for a new RV. After a tedious search, you finally found the RV of your dreams. The floor plan and design scheme work wonderfully for your family. If it is a towable, you have performed seemingly endless calculations to ensure that you are within all weight specifications. You have picked out a weight-distributing hitch and sway control system. You’re ready to roll. Now just one hurdle stands between you and a lifetime of vacation memories—the negotiation process. No matter how many cars you may have purchased in your life, buying an RV is an entirely different ballgame.

Dad and I were in the market for nearly two months at the beginning of 2012. We negotiated hard on numerous models, only to have a deal breaker pop up at the last minute. Along the way, we learned some tips and tricks for getting the best deal.

RV Shows

An RV show can be a fantastic place to make a purchase, but only if you have done your homework in advance. RV dealers are generally hungry to make a sale, and may be willing to throw in extra dealer options or other incentives. Numerous financing companies are on site, luring in customers with terrific offers. Manufacturer reps are often available to answer technical questions for which the dealer may not have expertise.

RV shows are noisy, crowded and exciting

However, trying to make a purchase at an RV show can be a nightmare if you do not already know what you want. The larger shows feature literally hundreds of models in all sizes, floor plans and design schemes. Even if you have already narrowed your search to a specific type (travel trailer, fifth wheel, motorhome) the sheer number of options is frankly exhausting. The RVs are crowded into a massive outdoor space such as a fairground, thousands of shoppers are traipsing in and out, and both dealers and manufacturer reps are often overwhelmed. Invariably, the two or three models that you like the best are on opposite sides of the fairground, requiring a long trek back and forth to make comparisons.

If you know what you want, buy early or buy late. The RV shows typically start on a Wednesday or Thursday and last through the weekend. The smaller weekday crowds give early birds the best shot at negotiating with a dealer who really has time and energy to sit down and have a conversation. Of course, RVs sell throughout the show, so shopping early also ensures that you have first pick.

The last day of the show is often the best time to get a great deal. Faced with moving inventory back to their lot, which may be a few hours’ drive away, many dealers are ready to negotiate hard. Markdown signs are a common sight in RV windows, particularly in the last hours of the show. As a side benefit, you may also be able to pick up common RV items such as a sewer hose or campground directory at a reduced price from a vendor who is ready to go home. However, most dealers are understandably exhausted by the end of a show. Many RVs are already sold, and the dealer may be less inclined to extend a special “show price” on a new unit that has to be ordered.

In addition, show prices are not always the best prices. Many dealers post the MSRP in the RV windows alongside that dealership’s show price, to demonstrate just how great a deal you are getting. Of course, just like cars, the reality is that no one ever actually pays the MSRP. Sometimes the same dealer is offering the same price on their lot, meaning that you could go in three weeks later and get the exact same deal without the stress of the show. Additionally, not all dealers go to the shows. If two dealers in the area sell the same model, many shows allow only one to participate. The other might have a “show weekend” sale on their lot with prices that undercut the show dealer by as much as a few thousand dollars.

What if I Don’t Know What I Want?

RV shows offer a mind-boggling number of choices

Does this mean that you should not shop for an RV at a show? Not at all, but it does mean that you should go into a show with your eyes wide open. Dad and I find that it works best to treat the show as an exploratory trip. Where else are you going to find hundreds of different models all in the same place? Plan to visit at least three times. The first day, simply shop to see what is out there. Take a camera and take detailed photos of any model that really catches your eye. Grab a brochure on that particular model, and take copious notes on what you like and don’t like. Also note the show price.

That night, take the time to go through your brochures, photos and notes. Go through your weight capacities carefully, checking them against the listed brochure weights. Compare the photos and notes to your overall wish list. Go online and research the specific models, paying especially close attention to reviews and comments by people who already own that RV.

On your second visit to the RV show, walk back through the units you are still considering. Compare the brochure weights to the actual “as equipped” weights found on a yellow sticker on the outside of the RV. Talk to the dealer or manufacturer rep about any customizations you would want. Inspect the quality of workmanship—does anything look cheap or shoddy? Do cabinets and drawers open and close easily? Lift up the bed to access the under-bed storage, open the hide-a-bed, stand in the shower, and even sit on the toilet. Does the RV feel functional? Is anything difficult to use?

Dad and I were strongly considering one unit, until we tried to remove the cover from the propane tanks. The clearance was too tight, and we both ended up scratched and bleeding! The manufacturer rep explained in a low tone that the particular unit we were looking at was a prototype, and the design had changed to provide another 2 inches of clearance. We could order the same RV at the show price from the factory, but it would have the additional clearance. We ended up not purchasing that one for other reasons, but we never would have known if we hadn’t tried everything that day.

Ask the dealer to bring the slide-outs in on any unit you are seriously considering. Although it may be rare, virtually every RVer eventually runs into an overnight situation in which it is impossible to put out the slides. Many of today’s RVs are designed with multiple slide-outs to create more living space, but they may be impossible to use with the slide-outs in. Dad and I fell madly in love with an RV that we found on the first day of the Tampa show, and actually let the dealer arrange financing. When we came back to find out we were approved, but before we signed anything, it occurred to us to bring the slide-outs in. Good thing we checked, because the entire unit mashed together tightly! We couldn’t access the bathroom, the refrigerator, or the area in which I would sleep at all. Needless to say, we walked away.

Before your third visit, comparison shop prices on your two or three top choices. RVTrader.com allows you to search in your local area or nationwide. If the dealer’s show prices are competitive, you may be able to make a great deal. On that third visit, do a final detailed walkthrough of your top choices. Then negotiate hard as you would with any dealership. But if you are not absolutely, 100 percent convinced that one of the show models is the best choice for your family, be prepared to leave the show and continue looking elsewhere. The knowledge gained at the show is invaluable no matter where you make your final purchase.

Working Multiple Dealers

Don't be afraid to walk away and negotiate by phone from a neutral location

Dad has one key catchphrase that he pulls out whenever he’s seriously in the market for a major purchase. “XXX dealership sold me a car, but I bought it from YYY dealership.” Here’s the story. A long time ago, Dad was in the market for a new car. He shopped around and then ended up at XXX dealership. He worked with the dealer for a long time, checking out the specific features of a few models, test driving, and deciding what he wanted. He was ready, willing and able to buy that car. But like most young adults, he was on a budget. He and the sales representative came to a meeting of the minds on price. But Dad needed to break the down payment into two chunks a week apart, due to his payday schedule. The dealership flatly refused. He was going to make the full down payment that night, or the deal was off. So Dad walked away. He went 20 minutes down the street to the next town over, where the dealership was hungry. They wanted to make that sale, so they readily agreed to Dad’s terms. The first dealership put a lot of time and effort into making the sale, only to lose it at the last minute. The second dealership only spent about 10 minutes and raked in the cash.

That story has served as an excellent lesson over the years, and it is even more common in the RV industry than it is in the auto industry. RVs are high-priced luxury items. No one really *needs* to buy a new RV, while many people genuinely need a new car. As luxury items, RV prices also include a huge markup—some sources say as much as 30 or even 40 percent. In many ways, despite the popularity of RVs, it really is a buyer’s market.

If the model you like is available at more than one dealer, it is worth the time and effort to visit multiple locations. Each dealer has a unique contract with the manufacturer, meaning that incentives may vary from location to location. Dealers need to move inventory at different times, either to meet a quota or to make room for incoming units. In addition, if you are able to travel to an out of state dealer, you may be able to save hundreds or thousands in freight fees—the closer the dealer is to the manufacturer, the less money is spent on getting the RV to the lot.

Don’t get so stuck on price that you miss the intangibles, however. Take the time to get to know each dealership. Check out the service department. Watch how the dealership handles customers with warranty repairs. Talk to the service manager and customers who are having work done. Even the most expensive RVs are complicated and mostly hand-built pieces of machinery, and are prone to minor problems. Choose a dealership that demonstrates excellent customer care beyond the point of sale.

Negotiating Tips and Tricks

Like any other major purchase, in order to successfully negotiate, you have to understand the rules of the game. The dealer wants to make as much profit as possible, and you want to get the lowest possible price. Dealers generally want to combine everything into one big, complicated deal—trade-in, base purchase price, options, upgrades, financing and taxes. This is an easy way for the customer to get confused or misled, so insist on separating out each portion.

Dad and I had a trade-in for our recent RV purchase. We shopped hard at multiple shows and dozens of individual dealer lots. Almost invariably, the initial exchange went something like this:

Salesperson: How can I help you today?

Me: We’re in the market for a new travel trailer.

Salesperson: Great, I’ll be happy to help. Do you have a trade-in?

Dad: I don’t want to talk about that yet. What can you show us in a (long list of exact specs)?

Salesperson (to me): Can you just tell me what year, make and model your trade-in is?

It’s a classic sales ploy. Get the customer to talk about all the things he or she dislikes in the old model, ostensibly finding out what the customer wants in a new model, but actually taking detailed notes of problems as a reason to lowball the trade-in later.

When that one didn’t work, the salesperson would move on to the next:

Salesperson: Okay, I understand you don’t want to talk about the trade-in. How much are you looking to spend?

Dad: A hundred bucks. How much are you looking to make?

This one is a little trickier. Many salespeople genuinely want to know your price range so that they can show you things that fit your budget. But giving a number can also backfire later in negotiations. Once the salesperson knows that you are comfortable with up to $50K, for example, it can be harder to negotiate down the price of the $25K RV you fell in love with.

While out on the lot, make a detailed inspection of the unit you want. Many dealers try to discourage this, since “any issues will be addressed during the PDI (pre-delivery inspection).” But what happens if something turns out to be more complicated or more difficult to repair? What if you discover that you need or want a particular modification that was not included in the negotiated price? Go over the unit with a fine-toothed comb and decide what, if any, modifications you want.

When you are ready to make a deal, separate out each portion. Negotiate the base purchase price of the new RV first—the as-is price, with the dealer correcting any problems before you take delivery. If you have done your homework, you should know how much comparable units are selling for in your area. Make an offer that is a few thousand less than the lowest price you have seen, and be willing to negotiate up from there. Know your top figure as well and be willing to walk away.

Once you have agreed on a base price, get a quote in writing for any modifications or changes you want. Depending on the time of day and how busy the dealership is, you may not get this number for a couple of days. Be patient and refuse to sign anything until you have an itemized list with accurate prices.

Now you are ready to discuss your trade-in. RV dealers use the NADA guide to price trade-ins. NADA figures are available online, so know what your trade-in is worth before you begin. Make full disclosure to the dealer of anything that is wrong with the trade-in—most dealers have a checklist that serves as a guide, but if there are any problems that the checklist does not cover, go ahead and come clean.

Most dealers told us that they intended to wholesale our previous trailer due to its age and condition, and offered only a thousand dollars or so. But the dealership we ended up buying from saw its potential as a fixer-upper and offered us a fair price. Sure enough, the trailer was sold at a profit after only sitting on the lot for a couple of days!

Negotiating the trade-in after the purchase price prevents dealers from making slippery deals—bloating the trade-in offer to cover an overcharge for the new RV or vice versa. Your trade-in should be a deduction from the fair market price of the new RV—what the dealership would charge to someone who had no trade-in at all.

Financing

RV financing is a complicated subject, and there is no single answer that works well for everyone. Those with excellent credit profiles buying expensive RVs may do best with dealer financing, which is usually tied to a major bank. There are always excellent financing deals for “well-qualified buyers” financing over $50,000, with terms that may last as long as 25 years.

If your credit is slightly tarnished, the RV costs less than $50,000, or you have a great credit score but a relatively short credit history or thin credit profile, you may have more success finding your own financing. Many credit unions are willing to finance RV deals that the major banks do not want, particularly if you are already a customer.

If you happen to be a full-time RVer, things may be even trickier. As of 2012, full-time RVers and live-aboard house boaters got caught up in escrow regulations designed for sticks and bricks houses. Rather than try to separate out the two types of customers, many financial institutions simply stopped writing loans for full-time RVers. Although this can disqualify you from some of the best deals, Dad and I were easily able to obtain good financing through our long-standing relationship with a credit union.

Related Articles:

RV Shopping: Meeting Your Family’s Needs
Florida RV SuperShow: The Biggest RV Show in the Country

The Disney Imagineers ensure a steady supply of snow, no matter what the weather

Located just outside Orlando, Florida, Walt Disney World is arguably the best-known family vacation destination in the world. Beyond the four theme parks, Walt Disney World offers dazzling highly-themed resort hotels, world-famous golf courses, miniature golf, and the Downtown Disney shopping and entertainment district. No matter when you visit, you will find that you could spend an entire month at the resort without ever setting foot in a theme park.

But no time is more magical at Walt Disney World than the holiday season, when the entire property is decorated to the hilt and special events abound. For more info about the theme parks during Christmas time read my article Walt Disney World During the Holidays, Inside the Parks. While the theme parks charge a fairly steep admission fee, the holiday events outside the parks are entirely free of charge. In addition, plan to spend some time simply gawking at the decorations. Everywhere you go, expect gigantic Christmas trees, shiny Jewish menorahs, and tributes to Kwanzaa.

When to Go

Although some of the park events begin as soon as a week after Halloween, the season really ramps up on the day after Thanksgiving. Many Disney veterans claim that the two weeks after Thanksgiving are the best time of year to visit, as the holiday events are in full swing but the crowds are extraordinarily light. By contrast, the week between Christmas and New Year’s is typically one of the busiest weeks of the year.

Downtown Disney

Keep an eye out for strolling musicians at Downtown Disney

Downtown Disney is a highly themed shopping, dining and entertainment district owned by Disney and located on Disney property. Throughout the season, special musical performances, visits by Santa Claus and Santa Goofy, and a wide range of decorations are offered. The Downtown Disney season is comparatively short, generally lasting from Thanksgiving through Christmas Eve, so plan your time carefully.

You could see the highlights at Downtown Disney in just two hours or so, but most families choose to make an afternoon or evening of it. The 50,000 square foot, 12-room World of Disney is a wonderful place to lose track of time, while the 12 Days of Christmas shop is a true must-see during the season. Of course, you might want to do some of your Christmas shopping at the fascinating specialty boutiques. Dining opportunities run the gamut from the Earl of Sandwich, featuring gourmet sandwiches at fast food prices, to such celebrity chef outposts as Wolfgang Puck’s. Leave room for dessert at Ghirardelli!

Gingerbread Houses

The Contemporary Resort's impressive gingerbread tree

The Walt Disney World resort hotels are renowned for the culinary talents of their chefs, and one of the biggest demonstrations of the year occurs during the holidays. Several Disney resorts present gingerbread house displays–but these are unlike any gingerbread houses you are likely to have seen before!

At Disney’s Contemporary Resort, you can gawk at the 17-foot holiday tree constructed entirely of gingerbread. The tree features more than 2,000 gingerbread shingles, and the recipe is simply mind-boggling. More than 200 pounds of flour, 150 pounds of chocolate, 130 pounds of honey and 100 eggs are used in creating the elaborate display. Pick up a gingerbread shingle or other holiday treat at the small shop in front of the tree.

A homey scene made entirely of gingerbread

At Disney’s Boardwalk Inn, Stitch joins classic Disney characters in a warm, homey scene–perhaps a little too warm for Donald Duck! Dressed as Santa, he is halfway down the chimney when he realizes that the fire is lit. The scene is created from highly decorated gingerbread in proportions similar to those used at the Contemporary.

The Disney Beach Club Resort offers a long-standing favorite–a gingerbread carousel with five

A rotating gingerbread carousel

individually decorated chocolate ponies. The rotating carousel utilizes 50 pounds of dark chocolate, 100 pounds of confectioner’s sugar and 100 pounds of icing, in addition to the gingerbread ingredients.

Save the display at the Disney Grand Floridian for last. The stunning Victorian resort is spectacular at any time, and the graceful, elegant yet unpretentious Christmas overlay literally takes my breath away. Musicians perform throughout the afternoon and early evening, and Mickey and Minnie Mouse are decked out in their Victorian holiday best. But a sizable portion of the ground floor is dedicated to the jaw-dropping 16-foot tall gingerbread house.

This impressively detailed gingerbread house stands 16 feet tall!

The elaborately decorated house contains more than 10,000 shingles made from a secret Austrian recipe. It takes a team of chefs, designers, bakers and builders more than 400 hours to create and install. The house is so big that Disney cast members actually sell a wide variety of baked goods across a counter–from inside the house! The display draws quite a crowd, so the baked goods line may be long.

Hidden Mickeys have become a Walt Disney World tradition. In rides, shows, restaurants and shops, Disney designers hide the image of Mickey Mouse or other characters within plain sight. In fine Disney tradition, each of the annual gingerbread displays contains numerous Hidden Mickeys. The gingerbread Mickeys are always the classic “three circles” shape and are typically silver or gold. Ask the nearest Cast Member how many there are, as the numbers change each year.

From the middle of December to the end of the month, you’ll enjoy the music and art offerings in their thirty fifth year at the Armadillo Christmas Bazaar. This well known Austin holiday event is both an art fair and a music celebration, with handmade crafts, great musical acts, and of course, visits from Santa. Decorated with trees and wreathes, the artists booths and crafts makers are supplemented by stellar live music and food offerings too. My kids loved watching a leather craftsman create designs on an amazing vest, and enjoyed listening to alt country singers while nibbling on holiday cookies.

Armadillo Christmas Bazaar

You’ll want to get outside after the bazaar, held indoors at the Palmer Center. And the best place for that is around the tree lined trails of Lady Bird Lake, a body of water created by the Colorado River. If its time for lunch, check out La Condesa in the 2nd Street area for great Mexican food, and fresh squeezed guava juice.

Once you’ve revived, there’s a host of holiday activities to choose from. Early in December, you’ll find a holiday sing along and a shoppers stroll around the Capitol Building where a massive Texas tree looms with multi-colored lights. Free gallery exhibits for all and hot chocolate for the kids make this downtown Austin tradition a truly fun event. Also early in the month is a tree lighting in Zilker Park, with Santa Claus and live music playing straight through the month of December. Ice skating rinks also abound around Austin. We went to the rink sponsored by Whole Foods and made a stop in the organic grocery chain for vegan sushi for dinner. Other rinks also offer family skating events around town.

A holiday must see is the massive Gingerbread Village at the Four Seasons Hotel. Ever seen a gingerbread Alamo? Or the Texas State Capitol topped with icing? The hotel also offers a Teddy Bear Tea with strolling carolers and a reading of the Night Before Christmas. Of course, Santa makes his presence known here, too.

Austin’s Auditorium Shores area offers a wonderful New Year’s program for families. Outdoor and indoor music, film, and dance events, open galleries and a massive, three dimensional light sculpture create an alcohol-free celebration that’s filled with children and adults. The night ends with an explosion of fireworks. The performances highlight Austin’s cultural diversity, with Mexican flamenco dancing, musical yoga, and more. Best of all, the entire event is free.

Austin at Christmas time is a lot of fun!

Earlier in December, and also free, my kids enjoyed participating in the nightly performances by the Southwest Key and East Austin College Prep’s Latino Arts Preservation, a re-enactment of a Mexican posada, the recreation of the Christmas story. Santa showed up too, along with pinatas for punching, face painting, and game booths.

Any time of year is a good time for some family biking fun, and we hit the jackpot with rentals from Mellow Johnny’s Bike Shop, with inexpensive four hour rentals and bikes in all sizes and styles. We also liked that the shop had a cafe next door and we enjoyed some tasty strawberry smoothies before heading out along a bike trail prepared for us by friendly staff members.

The smoothies didn’t keep us going all day however, and after cycling around Lady Bird Lake, we took a local’s advice and checked out the charming Justine’s, a French bistro located in the warehouse district. French you’re saying? French with children? Think crispy thin french fries and delicious onion soup, tasty quiches and salads. Large family groups and friends are common here, and the kids will love the old turn-table playing classic tunes – holiday jazz any one?

Bats may seem more Halloween creatures than Christmas critters, but the Congress Avenue Bridge is a treat in any season. Over a million bats come out of the bridge and head out to forage for bugs at dusk every day; however you’ll see more of the spectacular migration spring through autumn. While there are less winged wonders soaring the through the night sky at winter time, the Austin sunsets can be spectacular this time of year. You’ll find the best viewing from the bridge’s south-east end.

Although your kids may clamor to hang upside down with the bats, you’ll want a more traditional night’s rest. We stayed nearby at the Hotel St. Cecelia, where bungalows and studios are an option to rooms, giving families more space. We loved “Suite Four” which included an outdoor fireplace and porch. Santa won’t even need to squeeze down a chimney if he’s arriving here! My musician daughter preferred “Suite Five” that housed an upright piano, but alas, that was not available. Still, the starry Texas nights and that outdoor fireplace was conducive for family gatherings and guitar playing. This off the beaten track hotel has modern/rustic furnishings and a quirky vibe along with its spacious quarters.

Snow is like ice cream - cold but great fun for kids of all ages.

Okay, once you overcome the shock that not only did your child think you made a terrible mistake, but you could’ve saved a lot of money and stayed warmer by just visiting that beach boardwalk, even in winter – it’s time to hit the slopes.

The best way to do this with children of any age (once they can walk effectively and are over the age of two) is to get lessons. Kind, age appropriate, group or individual lessons that let mom or dad head off to the big slopes or the lodge for a fireplace and hot chocolate, or to ‘bunny slopes’ for slow old people, like me.

Of course you’ll need to get to that ski resort in the first place, and whether its Park City, Utah or a homespun Vermont resort geared to day trippers, you’ll need gear. You could rent it on site, like we did; or bring it with you from home – which is great if you’re planning to ski repeatedly, or are in fact an afficiando of the sport, otherwise, transporting cumbersome gear via plane or stuffed vehicle should be eschewed for the less sleek rental items available at any resort you’ll visit.

Mammoth Mountain – Mammoth Lakes, CA

Making a ski trip fun for kids should always involve great quantities of hot chocolate, grilled cheese sandwiches, and a rental condo, lodge, or motel room that’s conveniently located near the slopes. We took one such trip to Mammoth Mountain California, staying at the lodge, dining in the over priced but oh-so- convenient dining room, riding an enclosed lift car for a scenic view and then back down again to the baby slopes where we all had our respective lessons. A drive to picturesquely iced Reds Lake apres ski, and cozy rental-movie watching in our pine walled room made this one easy. Best of all was an outdoor jacuzzi which one could spend hours in and which one wanted to, at least in order to avoid getting out of it and hoping not to slip on the ice that formed as your wet footprints hit the red wood deck. Mountain views: A+, ski rentals and meals on the pricey side, convenience also great.

Skiing Park City, Utah

A different sort of a trip was found at Park City Mountain resort, where the kids were a bit older, and the ski instruction better and longer. A six hour day including lunch break took my son up amazingly high slopes when he gained fast skill and mobility in his small-fry group lesson. When his instructor called me and cajoled me into a private lesson praising his great learning ability, who was I to fight future Olympic ski champion greatness. Luckily for me I didn’t know just how high he was going, or that it was going to start snowing while he was up there. He returned triumphant, unscathed, and skilled. My daughter and I stuck to movies – we were there primarily for the Sundance Film Festival – and hot cocoa.

Tips for Parents

How early is too early to go skiing? Apparently, to my surprise, once your child can competently walk. Toddler classes are everywhere, and the babe who conquers a bunny slope will be thrilled with his or her abilities. Also apparently, the earlier you learn, the easier that learning comes, which may explain why my college age learning skill had severely limited my capabilities.

If you’re ski-inclined, a good time of year to pursue that passion is holiday time. Along with the obvious delight of children, snow, snowballs, and the ubiquitous cocoa offerings, there are usually some special events taking place. Park City Mountain Resort for example presents Santa. A skiing Santa, who will descend from the mountain top via the Town ski lift, where he waits for photo ops, carols, and cookies just after dark.

Park City Utah – snowy fun

I’m a big fan of Park City, because the resorts lessons were provably good, somewhat reasonable in price, and it’s not a glitzy show palace despite its location. It’s received several top family resort awards, and I can see why, particularly since its class sizes are for five children or less, and kids age six and up can choose lunch away from their parents in one of the resorts on-mountain restaurants. It’s toddler age program, for kids three and a half to five has only three kids per class, and these lessons are understandably shorter and do not include lunch.

For families with matriarchs braver and more adventuresome than me, there are family zip line tours, an arctic coaster, night skiing, and other fast moving pursuits. At the end of a three day stay, I no longer heard any mention of skee ball, although that would be an interesting activity to add to any ski resort willing to take on such an idea.

Las Vegas, baby, where else? With great shops to choose from in faux Venice or in the spectacularly high end shops of Crystals at City Center, Santa Claus is an even more ubiquitous sighting than Elvis impersonators in Las Vegas during the holiday season. Best of all, prices are low, low, low up until New Year’s Eve, when prices are higher than the top of the Stratosphere Hotel.

Las Vegas for Children?

Will your children love Las Vegas? Of course. What child doesn’t like neon lights, towering fountains of water “dancing” to music outside the Bellagio, the Tim Burton-esque flora and fauna of the indoors gardens, also at Bellagio? Afternoon magic shows cater to children of all ages; older children and parents who spring for show tickets will find Blue Man Group and several of the Cirque de Soleil shows running in town to be child-friendly and memorable fun. Holiday themes are incorporated into many of the shows, too.

Nothing says the Holidays like the Bellagio Fountains dancing in time to holiday carols.

At City Center, when not browsing the emerald necklaces we weren’t really planning to buy at Tiffany’s, we enjoyed the sculptures of artist Dale Chihuly, whose medium of sculpture is primarily colored glasswork – awesome visually, and a kaleidoscopic draw for kids. Kids will also like strolling beneath the digital sky show of downtown’s Freemont Street, where street performers play holiday music.

Our Recent Accomodations

We’ve stayed at many different spots in Las Vegas in recent visits – The Vdara Hotel and Spa offers and excellent location on the upper end of the Strip and connects easily to Bellagio, Aria, and the opulence of Crystals at CityCenter mall. We like the upscale kitchenette, the sleek modern look of the rooms; some rooms are smaller than others though, and you’ll really need the one bed room units not a studio for families. Smoke and casino free, Vdara is quiet and well located. Large, spotless, and with a full modern kitchen describes the just-off-the-Strip Platinum behind Bally’s. We loved the huge kitchen and living room, plus an outdoor balcony with a view of the Strip. We were not keen on the location; it’s a long block and a half walk to the Strip even cutting through Bally’s, and not the most pristine block, either. The dining options were not fulfilling enough for us to stay on the property at night. We ended up retrieving the car and valet parking again on the Strip – if that doesn’t bother you, the room is a great value in terms of size and family friendly amenities such as a washer dryer.

Las Vegas glitters any time of year, but shines especially bright during the holiday season.

A little further – a fifteen minute drive or free shuttle ride away in Henderson Nevada - is the Green Valley Ranch. Large rooms in a not-too-large environment of less than five hundred rooms, we liked this more remote location especially at holiday time. Both family friendly and spa-oriented, we enjoyed having the Original Pancake House on site as a dining option after returning from a Strip visit one evening. Also adjacent to the property is a shopping complex with a carousel that kids loved. The District offers less upscale choices than say, City Center, the Forum shops at Caeser’s Palace, or the Canal Shops at the Venetian, but that carousel was a huge draw and it was less crowded. An extra bonus was what we thought was one of the best pizza places in Las Vegas, Pizzeria Napoletana here. A close second in our opinion is the Vegas outpost of Il Fornaio in the New York, New York hotel on the Strip.

And speaking of New York, New York, older kids will want to ride the high speed roller coaster, which will undoubtedly include a slow speed line to board. Small children will enjoy a run through the game arcades around it, or in the Circus themed arcade with free aerial acts soaring overhead at Circus Circus, at the opposite end of the Strip. For our family brief stops at these locations are sufficient, as noise level and crowds are high.

We prefer to take a little get away – and for the holidays you might even find a dusting of snow in the lovely Red Rock Canyon National Conservation Area, a different universe from Las Vegas showmanship and sound. The red rocks themselves are gorgeous, and caught in the right light, they “glow like neon on the main street,” at least according to my kids.

And of course all of Las Vegas looks like one big glittering holiday ornament any time of year, especially when seen from above. The best spots for viewing are the observation deck of the Eiffel Tower at Paris casino, mid-strip, the restaurant or viewing decks at the top of the Stratosphere at the far end, or head out to the pool deck at the hip, noisy Cosmopolitan and look straight out. No matter which angle you choose, you’ll find the Yule time season in Las Vegas.