Backhoe. Which I why I took the back roads, probably 20 mph max. They were smooth, so no real bumps. There was a manual "catch" and a hydraulic cylinder "lock". The "catch" (fairly heavy duty) worked, the hydraulic "lock" did not.
I saw a video on that for the new Ford SuperDuties on higher trim levels. Used the brake lights in sections to let you how much weight was in the bed or hitch. Had to fiddle with the dash to set it up for expected weight I think. I'd assume the F150 would be about the same.
The last 10-15% of a tilting deck trailer isn't that useful. A normal trailer has the axles around 60-75% of the way back. A tilting deck needs to have the deck balanced & the pivot goes between the axles. So axles on a tilting deck are only 50% of the way back. Way easier to accidentally end up with insufficient tongue weight.
Whoa... I'm just a simple engineer, not a trailer designer. But even with my total lack of experience on the subject, I can easily see that deck pivot and axle location (i.e. tongue weight) need not have anything to do with one another. You can place the axles aft of the deck pivot, to maintain target tongue weight, even if the pivot is at 50% of bed/deck length. There is the issue of hitting the rear axle at maximum pivot angle, if pivot height/angle don't allow for it, but that problem is solvable, or a compromise can be found somewhere between ideal and the extreme of placing the axles at 50% bed length.
I almost did that once in a lifted 1978 Bronco, but with a small British convertible, either MG or Triumph. Too long ago to remember anything other than my surprise, when the light turned green and this little car shot out from under the visual shadow of my front bumper. Having somehow forgot he was there, if he'd been any slower, I'd have rolled right over him.
If things get ugly, the chain can prevent the bucket and whatever it is attached to from moving. Imagine a backhoe or mini excavator with the swinging about if not chained.