Rv Snowbirding 101

Contents

The Great Escape

Rigs And Toads

Automotive And Structural Considerations

The Livability Factor

Making The Deal

Taking Care Of Business

Getting Ready To Roll

Gentlemen, Start Your Engines

Getting There Is Half The Fun–Or Not

I-5 Basics

Prairie Escape Routes

Eastern Flight Paths

Nesting Sites And

One Night Stands

Membership Has Its Privileges

The Main Players

The American Way

More Challenges Than Survivor

The Rv Snowbird Community

Do It All Or Nothing At All

Southern California–For Hot Springs, Casinos, And Slab City

Arizonaindex–For Cacti, Quartzsite, And The Colorado River

Southern Texas–For Birding, Dancing, And Affordability

Florida—For Water, Theme Parks, And Big Ol’ Gators

Mexico–For Budget, Beaches, And Bad Roads

New Zealand–For Trekking,

Sheep, And Driving On The Left

Vancouver Island—

For Scenery, Savings,

And Possible Showers

Catching The Spirit

RV Talk

Check It Out—Books And Websites

THE GREAT ESCAPE

In a perfect world persons over fifty living north of Interstate 40 would winter in Maui, facing the turquoise channel to Molokai, surrounded by swaying palms and sweet-smelling plumeria. Days would be passed on the lanai with mai tais and pina coladas, on the golf course with spectacular ocean vistas, and on the sand with warm surf lapping at your feet.

In the real world winter escapees are more likely to follow the sun to the deserts of California or Arizona, the southern tip of Texas, or the beaches of Florida or Mexico. Some settle for the mild winters of the West Coast. A few succumb to the lure of the South Pacific, although probably only once or twice.

At a teachers’ retirement banquet we attended not too long ago a large number of the new retirees stated they wanted to travel, travel, travel. With today’s trend towards early retirement, more and more are able to boldly go while they are still young and healthy. What better time to head out than during our most inhospitable season?

To most Canadians, snowbirds are a group of performing aircraft. The original dictionary definition refers to several varieties of thrushes, juncos, or buntings–common in snowy regions. It seems that Anne Murray’s Snowbird, who flies "to that land of gentle breezes where the peaceful waters flow, is the precursor to the term applying to persons who take flight to an idyllic place in the winter–to a more tropical destination than the aforementioned feathered variety. Some think a more fitting name would be sunbird".

The exact parameters of how old, how warm, how far, and for how long, have not, to my knowledge, ever been discussed on 20/20, at Harvard, or in a barroom brawl. Statistics Canada sees a snowbird as a person 55 or older who spends more than 21 winter days in the United States. The definition used by the Canadian Snowbird Association is any person who leaves Canada for at least 60 consecutive days. Most workable is the description used by MSN Encarta

–a winter traveler to a warmer climate.

In spite of the high cost of fuel and out-of-country insurance, plus low interest rates on retirement savings, snowbirds are a growing segment of our society, the Canadian Snowbird Association estimating about one and a half million annually flee from Canadian winters. The silver tsunami of baby boomers will soon further swell the snowbird ranks.

Except perhaps for skiers, who would not want to be a snowbird when they grow up?

Snowbirds on Wheels

Sometimes they fly, but usually they drive. Often they take their home with them. The advantages of traveling in a recreation vehicle are many.

Your money goes further, especially if you already own an RV. Even if you have to purchase, over the years the savings on extended winter vacations will be substantial. Most RV’s are cheaper than a Sunbelt condominium and far more versatile.

Accommodations will be superior to your average motel unit or rental condo. You don’t have to worry about cockroaches, bedbugs, a smoky room, a dirty bedspread, or ground floor rooms where you keep your drapes pulled and a chair in front of the door. You sleep in your own bed. Surrounded by nature if you choose.

RV meals are much cheaper, more nourishing, and probably tastier than at Denny’s. You can avoid MSG, salt, and trans fats, and cater to special diets. In Mexico you can eat salads. Wine will not cost $9 a glass.

RV travel is independent travel. You can go where you want, when you want, with all the comforts of home. A clean washroom is always close at hand. If you are delayed en route or can’t get a reservation, you can sleep in a parking lot. No matter how extensive your travels you unpack only once.

You avoid long waits and security hassles at the airport and see a lot more than at 35,000 feet. Delays and unexpected turbulence will be minimal, and the threat of terrorism and superbugs highly unlikely. There will be no surcharges and your luggage will not go astray. Flexsteel captain chairs are far more comfortable than economy seats on a 737.

RV travel is the easiest mode for mobility-challenged passengers. You can take your pet. There is lots of room to pack treasures from outlet malls and swap meets. For outdoor enthusiasts it is the only way to go.

In the non-snowbird seasons you can continue to holiday economically, rent out your rig, or use it as an office or guest house.

RVing is good for your health. In an extensive study on the RV community, anthropologists David and Dorothy Counts found RVers to be physically and mentally healthier, happier, and more alert than their retired counterparts who lead more sedentary lives.

This book studies all aspects of wintering in a warm climate in a recreational vehicle—the ideal RV, preparations, destinations, routes, parks, campground memberships, clubs, pets, lifestyles, and challenges, plus gives further reference sources. From a budget-minded, Canadian perspective. Unless noted, prices are for the year 2011 and in Canadian dollars when referring to purchases in Canada, and in American dollars for the U.S. Keep in mind that things change–in the RV world notably prices, businesses, and technology.

The key players are Marsha, Paul, and their faithful dog Simba, who traveled extensively in a 35’ Bounder (two years as full-timers), a 30’ Class C Yellowstone, and a 29’ Itasca Sonova. We visited Florida, Texas, and Mexico twice, Arizona and California countless times, and toured New Zealand in a campervan (not Simba). We also lived on Canada’s Riviera, Vancouver Island, for four years.

I hope our experiences can be an inspiration for you to take off from the Great White North and a help in launching or enhancing your winter escape.

RIGS AND TOADS

To be a member of the RVing contingent of snowbird society you gotta have a rig, which is the terminology among the brotherhood for a home on wheels.

Most RV snowbirds have a history of camping, but four months down south is quite different from two days at the lake. The weekender RV is designed for families and to sleep as many as possible. The long-term recreational vehicle is based on livability and comfort for two, the dinette and/or sofa available for the occasional overnight guest. For snowbirds, room for six for cocktails, four for dinner, and two for sleeping is considered ideal.

Would-be snowbirds with no camping experience should try to rent or borrow a rig before purchasing, although because of the complexity in coordinating with a towing vehicle, trailers and fifth wheels are seldom available for rental.

We have seen snowbirds in a tent trailer and neighbours from Parksville spent winters in Yuma in a truck camper. For most, such accommodations would be too cramped for a lengthy period, however, and some RV parks will not accept them. Because of their infrequency in snowbird locales, these compact options are not included in the following discussion.

With hundreds of models of recreational vehicles available, prospective buyers should research RV periodicals, buyers’ guides, classified ads, the Internet, tradeshows, dealerships, owners, and RV lifestyle conferences. And take notes.

The first decision should be whether you want a towable RV or a motorhome.

Non-motorized (Towable)

Having no drive-train, trailers and fifth wheels are less expensive and retain their value better than motorhomes. With the living area separate from the driving cab they are more homelike and, with up to five slideouts, can be quite roomy. Once parked, the towing vehicle is freed for shopping and sightseeing.

On the downside, they can be difficult to maneuver on the road and to set up, have no direct access from the towing vehicle, lack built-in propane tanks and generators, and when camping in the wilderness you will have to go through the hitching/unhitching procedure at regular intervals to empty waste tanks and replenish water. It is against the law to occupy a trailer in transit.

Compatibility of size and style between the towing and towed units is imperative, as is adherence to the gross combined weight rating. The manufacturer’s guide will determine the adequacy of the power, brakes, gear ratio, and weight of the proposed towing vehicle. B.C. law requires it have at least one horsepower for each 150 kg of the total weight of the truck/trailer (/fifth wheel) combination. Other provinces and states have similar requirements.

Trailers

Traditional travel trailers are the least expensive snowbird option, a new 16’ model costing as low as $14,000, although the Ontario-manufactured custom-built Award and legendary Airstream brands are over $50,000.

Rear wheel drive vehicles with V-6 engines are adequate to pull trailers up to 3500 pounds, but 8 cylinders (as in a Suburban, large SUV, or pickup truck) are required for heavier units. Care must be taken in choosing the hitch to connect the two components.

Travel trailer combinations are the most challenging of the options to pilot, often measuring over 50 feet in length when you include the connector. The location of the hitch gives the trailer considerable leverage to push around the towing vehicle and, combined with a high profile and lightweight construction, the load can be difficult to control in strong winds and when passed by large trucks. (Sway bars, notably the Hensley Arrow, help.) Hi-Lo and TrailManor models, in which the top collapses into the bottom of the unit, are less vulnerable to wind, but the resulting shortage of cupboards is a disadvantage.

Backing a trailer into a site requires practice, patience, and good communication between driver and navigator. Unhitching and re-hitching are not fun, and drive-through campsites are usually in short supply.

There is little under-space in a standard trailer for golf clubs, fishing rods, barbecues, folding chairs, and such, although there will probably be room inside the towing vehicle and a storage pod can be added to its roof. Some new trailers have garage space at the back for motor-bikes, dune buggies, etc.

With functional floor plans and all the basic furnishings and appliances, many snowbirds do just fine in a regular trailer.

Fifth Wheels

A fifth wheel is a type of trailer with a raised front that hangs over the box of a pickup or medium duty truck and fastens onto a hitch in the truck-bed. Because of the location of the hitch directly over the rear axle of the truck, a fifth wheel has more stability, less sway, a shorter turning radius, and greater ease of handling and hitching than a standard trailer. In spite of the high profile, heavier construction materials make it less susceptible to crosswinds, and wind deflectors attached to the truck roof (less effective with a regular trailer) will further improve drivability.

Usually larger, sturdier, and better finished than trailers, fivers are popular with long-term snowbirds and full-timers, especially those who hunker down in one location for long periods. There is more storage space than in a trailer, although little in the truckbed because of the hitch location, and headroom in the upstairs sleeping area may be low. Again there are garage models.

A new 20’ fifth wheel can be bought for as low as $20,000, but the towing vehicle can cost considerably more. If the rig is less than 32 feet in length you can use a regular pickup truck, but if it is longer you should have a medium duty truck conversion, which author/RVer Bill Farlow calls a pickup on steroids. The base retail price of a new 2010 39 foot New Horizons Majestic was listed at $145,570.

Although newer trucks are quieter and more comfortable, many still find large ones cumbersome to get in and out of, to drive, and to park. We have seen fifth wheels towed by Freightliners pulling a small car, but it is not legal in many states and provinces.

A written examination and road test with an appropriate vehicle combination are needed to obtain the Code 51 Endorsement required on trailers over 4600 kg in British Columbia. (Towing a Recreational Trailer, prepared by the Insurance Corporation of B.C., is the recommended study guide.) For air brake licensing requirements, in B.C. contact the Motor Vehicles Branch or ICBC. Other provinces and states may have similar specifications.

Hauling a fiver will use more fuel than a lighter-weight trailer, but, factoring in a truck as the runabout vehicle, it is debatable how fuel costs compare with the motorhome/car option.

Motorized (Motorhomes)

A motorhome is less affected by crosswinds and, even with a tow vehicle, is easier to handle on the highway than a truck/fiver (/trailer) combination. It is also simpler to park.

To most, the main advantage of a motorhome is that it is self-contained, giving access to the fridge and washroom from the driving area without having to brave the elements, plus immediate access to the ignition if your surroundings make you uneasy. For safety reasons, walking around during travel should be avoided. (There is a story of a motorhome driver who supposedly set his vehicle on cruise control and went to make a sandwich…)

At 30’ there is room for a queen-sized island bed, adequate bathroom, dinette, and sofa (26’ with a chair in place of the sofa). Most motorhomes have built-in propane tanks and generators. Toy hauler models, with a large outside rear cargo area underneath a raised bed, can carry big boys’ toys.

Class A Motorhomes

Class A’s, the largest members of the motorhome family, have the greatest storage capacity, as well as grand picture windows in the cab– highly desirable in the mountains. Some models, in which a queen-sized bed is lowered from the ceiling, are as short as 24’, but most new Class A’s are at least 29’ long, 102" wide, and equipped with a slideout, or two, or more.

Units over 40’ in length are illegal in some states for travel off the interstate highways. The 102" width has also been questioned, but to my knowledge has never been formally contested. The flat front of Class A coaches has raised safety concerns. As with fifth wheel combinations, a special license endorsement is often required for units with air brakes.

Starting at around $75,000, with Class A motorhomes the sky is the limit, the ones in the upper price range built on a bus chassis, with marble or granite floors and counters, sculpted area rugs, glove leather upholstery, crystal chandeliers, Jacuzzis, Sleep Number beds, 43" TV’s, massaging chairs, and perhaps a fireplace. If you are interested in such opulence you should be looking at Blue Bird, Newell, or Foretravel Motorcoaches. Or how about a Liberty Coach Elegant Lady at around $2,000,000?

Much less expensive and far more common is the ubiquitous Bounder, for many years the best selling motorhome in North America. Less costly still, Winnebago’s (or Itasca’s) entry level models are personally recommended.

Another option is a camperized bus, which will have a tough engine, long life, and no weight or built-in safety issues (check out

busnuts.com). Our first RV was a small school bus.

Class C Motorhomes

Until recently the Class C motorhome, built on a cutaway chassis with a van cab, was identifiable by the extension over the cockpit and was considered the smaller, poorer cousin to the Class A. Its size and style have changed–newer models up to 40’ in length and often with no overhang. The onboard equipment is basically the same and decorating similar to Class A’s, although C’s lack the panoramic front windows, spacious driving cab, and front seats which swivel to become part of the living area. Another disadvantage for long-term RVers is limited outside storage in many models.

On the plus side, an extension over the cab offers protection from the sun and rain, and the driver’s door is easily manageable. The smaller models are more maneuverable than large Class A’s, offer more flexibility of parking, and do not require a tow vehicle, although most snowbirds have one. Also, according to the RV Consumers Group, because of the cab protrusion, Class C motorhomes are safer than Class A’s. The gas mileage, at about 10 miles per Canadian gallon, is no better than a Class A of the same length as the weight is about the same.

New Class C’s start as low as $50,000, but heavier safer C+ units built on a medium truck chassis are considerably more, and can go as high as $400,000+ for a Dynamax Grand Sport with a Mercedes Benz engine and Freightliner chassis. Much smaller and less expensive, but highly regarded, is the Lazy Daze brand (for which there is detailed information in Joan Taylor’s articles at rversonline.org).

In small Class C’s the overhang or dinette must be used for sleeping, but those over 23’ usually offer a separate back corner bed, and most over 26’ have an actual bedroom. Retirees often use the overhang for a built-in entertainment centre, which looks classy and solves the dilemma of where to put the television, but adds to the cost and weight of the RV and takes away storage space.

As the most popular model with rental companies, Class C’s over three years old (usually with high mileage, but conscientious maintenance) are often for sale at large dealerships in rental hubs such as Vancouver, Calgary, and Toronto. Conversely, a newer purchase can be put into a rental program, saving the sales tax and gaining income tax advantages, maintenance and storage benefits, and possibly substantial rental income. The downside is wear and tear on the unit and increased insurance costs. If you rent out privately you must obtain a special clause on your insurance.

Van Conversions

Van conversions, or Class B motorhomes, are geared to traveling singles or couples, the Roadtrek and Pleasure-Way brands manufactured in Canada. At 7’ to 9’ in height (some have pop-tops) and 17’ to 22’ in length, they are the most compact, fuel-efficient, and easiest to handle RV option. They also offer a greater choice of routes and campsites than larger models. A van conversion can be used for day-to-day transportation and can be parked in your driveway, although when it is gone from your house, it is obvious that you too are away.

Predictably, size is also the major drawback, particularly for large-size occupants. Although most Class B motorhomes are fully self-contained and at least 6’ in interior height, living quarters are constricted. The dinette table or sofa doubles as a bed and the tiny bathroom is also the shower stall. The kitchen area is functional for little more than cereal, soup, and sandwiches. Storage is extremely limited inside and out, although a pod can be attached to the roof. Small holding tanks limit dry camping, and units under 22’ are not accepted in some parks.

Although there will be no tow vehicle to worry about, you will have to disconnect the water, electricity, and sewer whenever you want to leave the campground. The choice of parking