while collecting the pressure/temps/weight/wear data is useful,
it's important to realize the many limitations within this info.
tool accuracy/precision, point of measure and the many confounding variables.
1 psi per 10 degrees is easy to remember, 1.2 MIGHT be more precise for some tires and in some settings.
for example in late fall/winter/early spring a 10 degrees ambient temp increase may impact tire pressures LESS...
than the same change in the heat of summer.
because surface temps impact this change and cold pavement will negate some air temp increases.
using the tpms to monitor tire temps has some limitations too...
stem mounted sensors are reading a different chunk of air than rim/inside temp monitors.
larger tires, inflated to HIGHER pressures have more air molecules inside and that impacts the transfer of rubber temperatures.
in other words, the mass of air molecules are a buffer/heat sink for the changing sidewall/casing/rubber temps.
tpms provide a very indirect measure of actual tire temps.
the ideal place to measure temp is WITHIN the tire (casing/belts/tread) but most of us don't have needle probes.
i am confident tire makers know what the critical internal/casing/belt temps are.
perhaps some day soon tires will have temp sensors incorporated into the carcass, it is very possible with current technology.
every tire maker warns that UNDER inflation leads to excess heat which leads2 casing/belt separaton and ultimately tire failure.
this issue SHOULD be universally known but still folks ignore or misunderstand.
this article includes thermal PIX that demonstrate the heat changes in the tire, it's a good visual for WHY under inflation is a no no...
no doubt the same thing could be seen in UNDER inflated ST tires, with the proper tools.
ST tires have a thinner, more supple side wall than LT tires or high performance P metric tires.
with sudden air loss an ST tire is more like to fly apart (while rolling) because of the thinner sidewall.
OVER inflation is harder to determine with ST tires, we aren't riding in the stream and 'damage' from high inflation is vague and subjective.
a simple way to decide IF the trailer tires are over inflated is the 'chalk line' test...
mark a broad line of soft chalk across the entire tread width...
then roll the trailer 2-4 tire revolutions, enough to scrub off some of the chalk.
IF the tires are over inflated, the chalk pattern will demonstrate this clearly.