Glen,
I know of two owners of your type trailer that stopped riding and changed over to sailing. I feel that everyone should be able to pursue their desires, otherwise we might all be driving black model T's.
For me, I do not know how to get one of those floating craft to the top of Mt. Evans without hauling it. I must confess that I am a hopeless addict to motorcycle riding. Hence the trailer always on. I do not want to give up a mile of motorcycle riding to get in a cage to go shopping. I gave my Cadillac to the Kidney Foundation almost a decade ago, and have not had a car since.
This addiction has its downsides. By the end of this year I will have another Wing with over 200,000 on it and it is hard to find a buyer when I want to get a new one, even though they are not half used up at that point.
Dale,
You my not have considered that you did not go all the way around the board, stop at Boardwalk or other detour when you went from one trailer to the other. You went the maximum distance in one big step!
I hope that you get a chance to pull some other trailers with purposeful suspensions on rough roads. If you do, you will see that there is also matters of degree in trailers that have hydraulic damping, although, like you say, they are all vastly better than the rubber block or leaf spring systems.
Those with air over are usually limited in vertical travel and the designers make it possible for the rider to be able to raise or lower the trailer with air pressure and allow the suspension to be in the best position to absorb rough roads within that travel range. There is also one that must be adjusted to keep the wheels' camber correct.
Non linear and highly compliant large travel suspension is hard to achieve but is needed if you want to avoid having to always adjust the suspension with varying loads and still get the class A ride over bad roads. Non linear suspension changes its spring rate with position, so that as the trailer is loaded more, the suspension stiffens automatically. Your trailer is about 60 pounds per inch empty, gradually increasing to about 200 pounds per inch at full load.
Those trailers that have the top of the suspension cartridge mounted to the fender can drive it right out through the top of the fender if the rider does not pay attention to the adjustment and carries a heavy load on a rough road.
For those with air over suspension, the pressure gages are only beneficial if the suspension is all the way out. If the suspension is in mid stroke, the pressure is applied by the load at any particular height, less the load carried by the spring at that height.
For those with air only suspension, the same is true but the height has almost no influence on pressure.
In both cases, it is position that the rider is seeking when adjusting the air, not a pressure.
I am sure there are several readers that enjoy reading about your lengthy effort in selecting your trailer. It heightens awareness that there is much to consider when selecting a trailer, besides its appearance.