The irony is that my posts are still far more educational than yours …
So, the (corrected) statement is: If you need maximum range while flying into a significant headwind, fly the IAS for minimum drag
plus a quarter of the headwind component. (The paper at the link also talks about how to adjust for tailwind component to get maximum range in a tailwind. For Trent: I interpret the paper as saying a quarter is the better approximation, for wind fractions up to a quarter of the nil wind best range velocity. So maybe at 25 in 80 the adjustment should be higher, but others 'fit' ...)
And to get back to the subject of this thread, none of this was considered by the PIC of CCQ. Had the aircraft been flown at the IAS for minimum drag,
whether or not it was adjusted a couple of knots for the wind component, the aircraft would have made it with fuel to spare.