I did write part of that above post incorrectly. I've seen several bolt on and weld to round tube Dodge receivers not stand up to towing, mine included. Bears watching.
And I was not able to transfer TW to front axle due to this. Not the only one out there. Bears checking on scale because height measurements are subject to factors which render them only a rough in.
SAE J684 has been in continual revision since 1962
. One will find state law references which do not allow safety chain attachment to the receiver. And some states require that each chain must be able to bear the trailer weight alone. Bears weighing as a goal.
The latest revisions seem to allow for crossmember hitch receiver attachment. Guess I'm out of date. But I'm relying on other sources versus a $72 download cost. Bears examine state laws.
I've had look overs of several dozen RV wrecks over the decades. Rarely do the chains keep the vehicles attached as they ought. And breakaway switches are notorious for not working after only two/three years. Bears keeping a spare.
A starting discussion on this forum is in the thread, Safety Cables versus Chains. As I use chains at work I prefer them and take ratings seriously. Peerless and Tulsa Chain both have good sites.
On Woodalls is one of (John) JBarca's great threads entitled WD Safety Chains Hook Up. His other threads (as with rewiring trailer brakes are a must read, IMO) are always good. Bears measuring and testing as shown.
As the OP read about and changed tires/wheels, this and the above was not meant to be adversarial, but is in the same line: there is more to it than 96% or more of RV'ers appear to believe. Bears investigating.
The end result is that system doesn't work when it needs to in all too many cases. I assume it when coming up on a rollover and am rarely wrong. This includes 5ers and GN trailers, private and commercial. The vehicles are no longer attached.
Don't take it for granted and don't assume.
Pics of mine will be up when I've had a semi custom receiver built. The third receiver at that point. And replaced/modified the trailer tongue. I've already a good list for a certified welder past this system.
Sorry I don't have pics of my fathers rig as it was thorough, both the custom receiver on his Cadillac and the way in which these attachments and rigging were done. Some things were better back when.
Today's hitch receivers are NOT as strong as those custom ones. SAE does not spec them for loads as high as WD can exert. And the weld up kits one used to be able to source are no longer available. Unlike the one tons, I don't see any aftermarket receivers for the Dodge half ton that look like a better beginning.
Bracing the factory piece would have been my choice had the OEM piece been any good for my year of one ton. Can Am does diagonals from the receiver tube outward to the frame rails to clear the spare tire. That should help with frame flex, at least. In turn, less force is potentially needed to meet FALR goals. Etc.
The receiver can be torn from the vehicle. Even factory crossmember mounts. There are many kinds of wrecks involving RVs including being t-boned. Controlling the trailer afterwards is the question. Bears some reading.
Believe me that this has all been offered as one father to another. So this post bears apologies. Have a look at the subject as time allows.
There is much more reading on how to secure the scene of an accident, mainly DOT and NHTSA. Flashers and some triangles are not sufficient to what SHOULD be required. Americans on the road are considered disposable. Good luck finding the very few decent discussions on RV boards per that subject. It's almost terra incognita. Related to the above its all worth your time. Don't let the weak links of the former intrude on the latter. Black pun fully intended.