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MOA can be found on the sectional chart, and the automated flight service station (AFSS) should be consulted concerning the active times of this airspace. Approaching the second turn point, it is easy to confuse the towns of Circle Back and Needmore. [Figure 11-9]  The clues are the position of Circle Back relative to an obstruction 466 feet above ground level (AGL) and a road that heads north out of Needmore. Landmarks on the third leg include power transmission lines, Salt Lake (possibly dry), the small town of Arch, and a major road coming south out of Portales. About eight miles from Portales a VOR V-280 airway is crossed. 

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After a thorough preflight of the glider and all the appropriate equipment is stowed or in position for use in flight, it is time to go fly. Once in the air and on course, try to verify the winds aloft. Use pilotage to remain as close to the course line as soaring conditions permit. If course deviations become necessary, stay aware of the location of the course line to the next turn point. For instance, the Cu directly ahead indicates lift, but the one 30° off course indicates possibly even more lift, 

it may be better not to deviate. If the Cu left of course indicates a possible area of lift compared to the clouds ahead and only requires a 10° off course deviation, proceed towards the lift. Knowing the present location of the glider and where the course line is located is important for keeping situational awareness. 

Sometimes it is necessary to determine an approximate course once already in the air. Assume a few miles before reaching the town of Muleshoe, on the second leg, the weather ahead is not as forecast and has deteriorated—there is now a shower at the third turn point (Circle Back). Rather than continuing on to a certain landing in the rain, the decision is made to cut the triangle short and try to return directly to Portales. Measure and find that Portales is about 37 miles away, and the estimated heading is about 240°. Correct for variation (9°) for a compass heading of about 231° (240° – 9° = 231°). The northwesterly wind is almost 90° to the new course and requires a 10° or 20° crab to the right, so a heading between 250° and 270° should work, allowing for some drift in thermal climbs. With practice, the entire thought process should take little time. 

The sky towards Portales indicates favorable lift conditions. However, the area along the new course includes sand hills, an area that may not have good choices for off-field landings. It may be a good idea to fly more conservatively until beyond this area and then back to where there are suitable fields for landing. Navigation, evaluation of conditions ahead, and decision-making are required until arrival back at Portales or until a safe off-field landing is completed. 

## Navigation Using GPS 

The GPS navigation systems are available as small hand-held units. (See Chapter 4, Flight Instruments, for information on GPS and electronic flight computers.) Some pilots prefer to use existing flight computers for final glide and speed-to- fly information and add a hand-held GPS for navigation. A GPS system makes navigation easier. A GPS unit displays distance and heading to a specified point, usually found by scrolling through an internal database of waypoints. Many GPS units also continuously calculate and display ground speed. If TAS is also known, the headwind component can be calculated from the GPS by subtracting ground speed from TAS. Many GPS units also feature a moving map display that shows past and present positions in relation to various prominent landmarks like airports. These displays can often zoom in and out to various map scales. Other GPS units allow marking a spot for future reference. This feature can be used to mark the location of a thermal before going into a turn point, with the hopes that the area will still be active after rounding the turn point. 

One drawback to GPS units is their attractiveness—it is easy to be distracted by the unit at the expense of flying the glider 

