My camper stands on it's jacks quite a bit, and I have no fears of any of the jacks failing. When I got my current truck I even had to "extend the extenders" on the front jacks because the dually fenders are wider on the F450 than on my old F350.
When it's up high enough to load it on the truck, yes it can be a little wobbly. When we're using the TC off the truck (like I just did this weekend), I lower it down as far as it will go. We weren't really in the camper much this weekend, so I didn't bother trying to stabilize it any. If I do need to stabilize it, I will put a single jack-stand directly under the pass-through window between the front jacks. I've also used my 20L Jerry can in the same place if I don't have a jack stand.
If the terrain is such that a jack stand isn't tall enough, I've even done this to stabilize it overnight. Just back under it enough to rest the camper on the end of the bed.
Most important: I made sure the front jacks were securely mounted soon after I bought this camper 10 years or so ago. I made sure the wood frame was sound, through-bolted them better than they were before, and sealed against moisture.
:):)
When it's up high enough to load it on the truck, yes it can be a little wobbly. When we're using the TC off the truck (like I just did this weekend), I lower it down as far as it will go. We weren't really in the camper much this weekend, so I didn't bother trying to stabilize it any. If I do need to stabilize it, I will put a single jack-stand directly under the pass-through window between the front jacks. I've also used my 20L Jerry can in the same place if I don't have a jack stand.
If the terrain is such that a jack stand isn't tall enough, I've even done this to stabilize it overnight. Just back under it enough to rest the camper on the end of the bed.
Most important: I made sure the front jacks were securely mounted soon after I bought this camper 10 years or so ago. I made sure the wood frame was sound, through-bolted them better than they were before, and sealed against moisture.
:):)
Just for grins... 😉
This was me this past winter after a snow storm, trying to take the kids sledding at our local mountains. It is a gravel single track with turnouts, usually ice under the snow.
I pulled out more people that I care to count... Some because of the conditions, some from pure stupidity... I had the weight of the camper, skinny studded tires, a snow-plow and chains with "V" ice biters. The kids never got to go sledding, as we had to go back to town, but they had a great time making up Ford commercials, as they saw what the right set-up can do. They also kind of thought that it was all because of the Ford... I had to break it to them that it was more physics than Ford or any other make....
But it was rather fun!!!
Garry
This was me this past winter after a snow storm, trying to take the kids sledding at our local mountains. It is a gravel single track with turnouts, usually ice under the snow.
I pulled out more people that I care to count... Some because of the conditions, some from pure stupidity... I had the weight of the camper, skinny studded tires, a snow-plow and chains with "V" ice biters. The kids never got to go sledding, as we had to go back to town, but they had a great time making up Ford commercials, as they saw what the right set-up can do. They also kind of thought that it was all because of the Ford... I had to break it to them that it was more physics than Ford or any other make....
But it was rather fun!!!
Garry
One of the main reasons we bought the TC was for winter camping and skiing. We have used the TC 40 to 70 days per year in winter for the past 9 years. Five in the Sierra and and the last four years in NW Montana.
The following increases the odds of making it up a grade or to get going (unless you love putting on chains) and make it down in a controlled fashion.
Weight over the drive tires
Ground clearance
Real winter tires on all wheels (studded, if allowed in your state)
As can be seen below the center or gravity for my truck (fueled and with people in the cab is just under the steering wheel. When it is slick out there isn't much weight over the rear axle vs the front axle (3,161 vs 4,601).
Without the TC in the bed and RWD only, my truck doesn't get very far, even around town in the flats. However engage 4WD and the dually handles the drive up to the local ski hill just fine.
My 4,200 lb TC sits 2" back in the bed and it's center of gravity is about an inch forward of the rear axle center line. With the TC in the bed in RWD only the truck has lots of traction with the winter tires. With it in 4WD it has even better traction. Depending on how much snow falls in a day, the ground clearance of a 4x4 will allow you to go through deeper snow without having to put chains on.
If it is really deep (>12" wetter snow), I'm chained up on all 6 wheels and I'd rather float / paddle with the cross bar reinforced (v-bar) chains on the dually, cable chains won't give you enough bite. While tire width is important to avoid floating on slush in my 2,200 lb sports car with my 9" wide summer tires vs. 6.0" winter tires, I'd submit that if you can float your tires, with your TC in the truck you are going too fast for the conditions.
My 12,000 lb combined weight doesn't float anywhere. Drifting into a snowy curve, correcting for the skid and then accelerating in a car can be fun. Going sideways with a top heavy TC in the back, even an empty 4x4, is a prescription for tipping over.
Finally with your TC in the back, you have lots of momentum, so going back down the hill requires technique and judgement, in addition to good equipment. Witness all the 4x4 vehicles with bad equipment, bad technique, or both. You can see them spinning on the way back down from the ski hill, or in the ditch or bank. Manage your speed by choosing a lower gear and if you need to brake, do so while the road is straight and has minimal camber.
One advantage you have with the TC in the back is you can wait comfortably another day(s) while the highway department or the resort regains control of the road or parking lot.
The following increases the odds of making it up a grade or to get going (unless you love putting on chains) and make it down in a controlled fashion.
Weight over the drive tires
Ground clearance
Real winter tires on all wheels (studded, if allowed in your state)
As can be seen below the center or gravity for my truck (fueled and with people in the cab is just under the steering wheel. When it is slick out there isn't much weight over the rear axle vs the front axle (3,161 vs 4,601).
Without the TC in the bed and RWD only, my truck doesn't get very far, even around town in the flats. However engage 4WD and the dually handles the drive up to the local ski hill just fine.
My 4,200 lb TC sits 2" back in the bed and it's center of gravity is about an inch forward of the rear axle center line. With the TC in the bed in RWD only the truck has lots of traction with the winter tires. With it in 4WD it has even better traction. Depending on how much snow falls in a day, the ground clearance of a 4x4 will allow you to go through deeper snow without having to put chains on.
If it is really deep (>12" wetter snow), I'm chained up on all 6 wheels and I'd rather float / paddle with the cross bar reinforced (v-bar) chains on the dually, cable chains won't give you enough bite. While tire width is important to avoid floating on slush in my 2,200 lb sports car with my 9" wide summer tires vs. 6.0" winter tires, I'd submit that if you can float your tires, with your TC in the truck you are going too fast for the conditions.
My 12,000 lb combined weight doesn't float anywhere. Drifting into a snowy curve, correcting for the skid and then accelerating in a car can be fun. Going sideways with a top heavy TC in the back, even an empty 4x4, is a prescription for tipping over.
Finally with your TC in the back, you have lots of momentum, so going back down the hill requires technique and judgement, in addition to good equipment. Witness all the 4x4 vehicles with bad equipment, bad technique, or both. You can see them spinning on the way back down from the ski hill, or in the ditch or bank. Manage your speed by choosing a lower gear and if you need to brake, do so while the road is straight and has minimal camber.
One advantage you have with the TC in the back is you can wait comfortably another day(s) while the highway department or the resort regains control of the road or parking lot.
