A 14k trailer is way too much for a half-ton. 10k is marginal but do-able. And certainly not a 14k gooseneck. Goosenecks put a lot more and a higher percentage of the weight of trailer and load on the hitch thatn a bumber pull.
Quite apart fromt he suspension issues, there are two much bigger things in play.
One is the wear and tear on your drive train. You don't say what you have for a tranny, but if I assume automatic, the auto in 1/ tons is a whole different beast from that in the 3/4 and 1 tons. I pulled a 7k trailer a lot with a '97 Ford 1/2 ton with their towing package. Witht he TC locked up she'd do it but it was all she wanted. Engine would howl on a decent hill, but it wasn't my worry. It was a long way from the red line. It was the tranny that I was beating up.
The other issue is brakes. Even with properly adjusted and operating traler brakes, you're putting more of a load on the truck brakes. That's another of the things that changes as they upsize from 1/2 tons. They go to bigger brakes.
You could conceivably get a 10k bumper pull with a weight distributing hitch, and a hitch and drawbar on the truck to handle it all. That would handle about any car and a lot of tractors, but not the BIG boys. Your limit in that scenaros, assuming your truck is up to it, would be about 7500# of load as the trailer will likely go about 2500 by itself.
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Today's Featured Article - The Nuts and Bolts of Fasteners - Part 2 - by Curtis Von Fange. In our previous article we discussed capscrews, bolts, and nuts along with their relative hardness and thread sizes. In this segment we will finish up on our fasteners and then work with ways to keep them from loosening up in the field. Capscrews, bolts and nuts are not the only means of holding two parts together. When dealing with thinner metals like sheet tin, a long bolt and
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