So you said the UVW of the trailer is 5335 with a TW of 630. So you got the trailer of 5965.
To correct an earlier post. You do not add tongue weight to trailer weight. Trailer weight is trailer weight. Put the trailer itself unhitched on a CAT scale and you will see.
Despite that some senior members here have suggested it. Stacking up weight guesstimates towards a payload sticker IMO is the wrong approach. It puts the emphasis and focus on the wrong thing whether you are simply trying to determine if something may be reasonable to tow with your truck. And or worse if the priority is then going to be setting up a safe stable tow. This is because the noob normally same as the old mice trying to lead him has no idea how and what makes a safe stable tow setup or how to get there. Shoot often he does not know his max axle receiver or CVWR,(combined vehicle weight rating) or GVWR. (gross vehicle weight rating) This idea is such a common repeated mistake & generally accepted as viable that it will take DOT and industry collaboration lots of time money work to correct. Doubt it ever happens but perhaps I can help 4eyedconekiller and other readers.
Few things; Ram recommends using a WDH on any especially TT over 5,000 pounds. Use of a WDH makes tongue weight dynamic and no longer static. That means we can through using the WDH and in loading of either or both the truck & trailer affect the seen on scale axle weights and tongue weight for the purpose of a DOT approved as proven by CAT scale slips tow. And naturally more importantly set up a safe stable tow. I simply adjust WDH & loading towards the goals of replacing my unloaded steer weight and tongue weight toward 12% (The commonly accepted range is 10 to 15% of gross trailer weight) Then verify per scale slips that the other Mfgr specs are not exceeded.
By contrast you could hook up a TT that is below your max payload or GVWR and have either too little or too much tongue weight and or steer weight and have a white knuckle dangerous mess to tow.
Assuming you are starting with a 1/2 ton truck model that has sufficient power & gearing. Using WDH and CAT scale you can set up a safe stable within spec tow to an 8,000 pound including WDH wet TT.
Steer axles on 1st pad, drive axles on 2nd pad, trailer axles on third long pad. All three will be weighed at the same time. Your axles or tires don’t have to be square on a pad for accurate numbers. The scale will see what the eyeball or even measurements cannot and provides legal proof of being within spec.
As example My 14 Big Horn ED QC 4x4 6.4 bed unloaded
Steer axle 3,240
Drive axle 2,400
GVW 5,640
Loaded with trailer plus 200 pound driver and after adjustments your scale slips should look something like this
Steer axle 3,300
Drive axle 3,500
GVW 6,800
This example leaves 150 for another passenger or gear. If you want more room to stay within gvwr you can relocate the 60 pound spare to the trailer and or replace the 60 pound tailgate with a tailgate net freeing up another 120 pounds for available GVWR. Although if you are below axles its strictly for the benefit of staying within the GVWR number not for safety or tow stability. But I would at least recommend staying below max axle 3900, combined max axle 7800, and below CVWR per specs. Max 4th gen CVWR is 15,950. I've towed 15,800 CVW over 6% grades setup well with no issues. Over 700k miles towing TTs & boats commercially with this truck.
Trailer axle 7,040
CVW 13,8400
8,000 pound trailer less 12 percent or 840 pounds tongue weight leaves only 7,040 on the trailer axles and transfers it thanks to the WDH to & between the steer & drive axles.
Distributed like this the truck & trailer won’t sway & accordion when a semi passes. It will push to the side feeling almost as if the truck & trailer was one unit. Also retaining your steer weight will keep proper braking traction. Last weight divided between steer & drive & trailer as such makes for a stable platform for say swerving around someone who started to pull out in front of you so that it handles well without wanting to swing out of control or roll. It should be two fingers driveable on the interstate instead of stressful.
4eyes Typically people add about a 1,000 pounds between batteries propane minimal water & supplies. So if you start with a dry weight of 7k you end up with a wet weight of 8k. For a live in and to be safe you could figure 1,500 pounds and look for a dry weight TT of 6,500 pounds or less.