Aluminum fatigues much faster than steel. Ask an aero mechanic about that. You can bend steel back and forth several times.. try it with Aluminum, and it will snap in two. ... those are the facts... It can handle linear loads, but to does NOT LIKE to be TORQUED and TWISTED.

I guess you've never flown in an airplane, ridden in an aluminum boat, passed an OTR trailer, owned or ridden in a performance car, been aware of our space programs or noticed the hundreds of thousands of aluminum trailers built over the last few decades that continue to offer daily, reliable service. Almost all forms of transportation include aluminum construction, which is noted for its high strength, durability and higher payloads.

No, your statements are not facts, and I am a licensed aircraft mechanic familiar with aluminum construction.

GUILTY BY ASSOCIATION. One steel trailer rusts so all steel trailers rust. An aluminum weld breaks so all aluminum trailers will break at their welds. There are many alloys of steel and aluminum, there are many variances in the products, and as stated, each one was developed for a specific usage. To group all in a singular way, does a disservice to those products that are specifically designed and built well, and provide lengthy, trouble free service lives.

There are a multitude of reasons why one product surpasses another. These should be enumerated specifically, instead of being improperly grouped by association.

http://www.mheby.com/product-categories/gooseneck-horse-trailers/

    Eby’s aluminum chassis is the strongest super-structure in the industry. Sides and top are fastened with tough, aluminum rivets and all structural components are attached with stainless steel mechanical connectors. Latches, springs and cam latches are commercial-grade for added safety and ease of use. The result is a trailer designed to provide comfort to your horses, and long-life performance for you.

Stock Combo

Ideal for transporting horses or cattle. Built with Eby’s hallmark structural integrity, it’s available in white or mill finish side sheets. Standard and custom models available.

• Open stock, slant-load and straight-load configurations

http://www.mheby.com/where-to-buy/?sells_horse=1

 

Of your local choices, Elite stands heads and shoulders above the others. I ended up with a 2001 Featherlite, which is built WAY WAY WAY better than the new Featherlites. They changed ownership and quality went downhill around 2005? (plus or minus a year?) My friend just got a brand new 2013 Featherlite and it is sooo much more cheaply made and constructed in so many facets, compared to mine.

For the durability you seem to be looking for, I'd stick with Hart, Bloomer, Twister, Eby, Elite, Platinum, C&C, Twister, Turnbow. OR - if you buy used, some of the brands were made VERY WELL before they got acquired and changed - brands like the older Featherlites and Sooners.

BTW, I upgraded to my current aluminum after having a 1994 STEEL TURNBOW. Love the strength of that old trailer but was sick of the rust and boy was it heavy. Love my current trailer and haven't looked back!

.""Since you're an "aero-mechanic"... explain to the crowd here what the term "Service life" means? And How it applies, to Aluminum aircraft structure.Explain to us, why the B-52 say, has undergone 8 revisions, some for modern avionics etc, but most, to correct various issues with "airframe fatigue" . Shall we discuss Aloha Airlines Flight 243? What caused that disaster? "Aluminum fatigue"?

It's ironic that the B 52 was chosen as an example of aluminum fatigue, considering the wing tip deflection is over 26 ft from rest to flight mode. It has one of the highest deflections rates of any aircraft ever built. This is of an aircraft designed and built over a half a century ago, that has an anticipated service life of many more years, and has yet to be replaced by a better aircraft. Yes there have been many upgrades, as science has upgraded materials and components, the aircraft has been modernized to meet the latest demands. Their wings are a perfect example of aluminum structures, that continue providing structural support after millions of deflection and torsional cycles.

The Aloha Boeing was in service for its entire life in a salt water environment. The NDT, non destructive testing, that was performed, was not capable of distinguishing the hidden corrosion between the roof skin and the galley belt frame. The 737 basic, with about 7 psi of pressurisation, can increase its hull circumference by about 3 1/2". That means the skin, structures and attachments actually stretch and contract with each flight cycle. This movement combined with the unknown corrosion, caused the skin attachment to the belt frame to fail and it peeled back in flight. If you remember correctly, the plane continued flying and made a safe landing,even though a majority of its forward structure was damaged and weakened by the blow out. The few passengers that died, were with drawn from the AC and fell to their deaths.

Aircraft are not routinely retired strictly by age. Because they have constant maintenance checks and overhaul schedules, they are constantly being made like new or upgraded to the newest specifications. They are routinely replaced by newer models that feature the newest technology which pays benefits in fuel consumption, one of the highest operating expenses of flying. The high by pass turbines combined with more generous ETOPS certifications, allows fewer and more reliable motors, with much lower burn rates than the older designs. Constant research in wing designs, construction materials, and lighter weights, combined with lease agreements instead of ownership, means airlines are more inclined to purchase the latest equipment.

Each component has an hourly or cyclic service life. They are rebuilt or replaced on a scheduled time limit, as defined by the manufacturer and the FAA. The airframe is completely stripped and inspected during an overhaul, and any AD notes or upgrades are performed as necessary. When the completed plane is rolled out, it is effectively a new unit.