Quote:
Originally Posted by hat_man
My thoughts would be to use the 22" wing at 5*. It's nearly as good as the "best" option listed and I think 5* (maybe) fits the template better. I have a short bed truck. It also looks like 12* is the "fail" point of the 22" wing. Thinking about the measurements and math I did on my aerocap frame for the old truck, maybe a 22" wing at 8* would fit the template even better and be the "sweet spot" between the last two options.
Even though I'd love to test some different tonneau options, I think my thoughts at the moment are to put on a half tonneau that stops at the tailgate with the option to build a 3"/20* rear spoiler at the tailgate end. Then trying to figure out a way to mount a 22"/8* wing at the cab. I have a couple of ideas how to mount it, but I need to go out to the laboratory (the local pick-n-pull) and do some real world mock ups.
Any thought from the collective on this plan?
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If we wanted to split hairs, we'd have to accept that these quanta are technically valid ONLY for a 1987 F-150 Short Bed.
Just for my own curiosity, I'm gonna see if there are blueprints available for the '87 long bed and short bed, and all the exterior dimensions. This would put Texas Tech's quanta into context.
And keep in mind that, they just essentially used a piece of plywood, hinged at the bottom, with no pains made to integrate the wings into the cabin's architecture. And there was no 'curvature', just a simple angled panel.
I suspect that a blended wing, which marries perfectly to the cab, with a contoured surface, will out-perform Tech's rudimentary form.
When tilted down, their panel created a 'bulge, presumably acting as a crude airfoil, actually adding some lift. An integrated, curved panel would not, and it would have given superior pressure recovery compared to the flat panel.
But as a 'first approximation' I'd be doing exactly as you plan.
Tech's 32" wing lowered the cab's separation line almost 4.5-inches. That's all pressure recovery. When the flow left the trailing edge of the wing, it was moving slower, and at a higher pressure, closer to that of the flow coming off the sail panels. Shearing forces would be lower, and with that, weaker vorticity, and a higher 'base' pressure behind the cab.