Sky2high@aol.com wrote:

"""
 Considering the terrain height, I would only have 8 to 25 NM range.   This is
 assuming I could actually hold the best glide speed while screwing  around
 with the GPS, fuel pumps, radios, checklists, problem analysis,  etc.  Such
is
 the risk of single pilot operation.
"""

If you have one of Jim Frantz's AOA instruments, getting to the engine out glide is a pretty simple matter, just pull back to the L/D Max indication on the instrument, trim for that attitude and you're golden.  Don't forget that L/D Max happens at one particular angle of attack and that the associated airspeed will vary in direct proportion to the wing loading... a fully loaded airplane will require a higher airspeed at best glide than one with a lone pilot, low fuel and little baggage.

Just as a refresher, on the AOA Pro the indication for L/D Max is the green bar with the 'X' in it (second one down from the yellow bars).  On the AOA Sport it occurs when the instrument transitions up from the green to the first yellow LED.  Once the instrument is calibrated as per the installation instructions, verifying the L/D Max indication via flight testing is highly recommended.  Flying a gliding specific rectangular [GPS] course and noting altitude lost during the maneuver with the instrument indicating recommended L/D max and then one bar above and one bar below will verify the proper AOA picture to fly should the engine suddenly go quiet.

I've always often wondered why propellers default to flat pitch instead of coarse... in an engine out situation it would be comforting to know that the prop's flat pitch drag had been removed from the glide equation.

       <Marv>