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.

Yes, Marv, that is how my 107  Kts was arrived at on the day I did the test.  I defy a Lancair 320/360 pilot to hold that speed whilst hand flying the airplane and doing problem analysis, checking for a landing spot, trying a restart, yelling help, etc.

 

AOA is a great device and will get you the right number, but it won't make much difference if yu try to "streeeeeeech" the glide.