CIVL 2026 PDF Summaries

The CIVL Internal Regulations establish the commission's framework, defining the roles of the Plenary, Bureau, and various specialized committees and technical officers. Governance is conducted through biennial elections and structured voting procedures, with a requirement for a two-thirds majority to amend the Sporting Code or internal rules. The document specifies the responsibilities of key officers, including the President and secretaries, who manage day-to-day operations, financial oversight, and competition sanctioning. Strategic aims focus on enhancing flight safety, maintaining international competition standards, and promoting the development of hang gliding and paragliding disciplines. Additionally, the regulations detail the management of world records, pilot badges, and the World Pilot Ranking System (WPRS). The terms of reference also emphasize environmental liaison, communication strategies, and the coordination of international juries and stewards for sanctioned events.

The document defines various voting thresholds including absolute, simple, plurality, and qualified majorities to be applied during FAI Commission sessions. Voting rights are granted to delegates, alternate delegates, and authorized proxies, though proxy voting is prohibited for certain award decisions. While simple majorities govern most elections and the establishment of working groups, a two-thirds qualified majority is required for adding agenda items or approving meetings held outside of Lausanne. In the event of a persistent tie after two votes, the President holds the tie-breaking authority. The guidelines also specify eligibility criteria for Bureau positions and a two-stage process for granting individual discipline awards. These regulations ensure consistent governance across Air Sport Commissions in alignment with FAI Statutes and By-Laws.

The CIVL Internal Regulations establish that decisions at Plenary meetings are typically made by simple majority, with the President holding a tie-breaking vote after two successive deadlocks. Voting can occur via a show of hands, secret ballot if requested, or general consent for uncontested elections. The regulations define four distinct types of majorities—absolute, simple, plural, and qualified—each with specific rules regarding how abstentions and invalid ballots are counted. For instance, absolute majorities require more than half of all votes cast, whereas simple and qualified majorities focus on the ratio of for and against votes. Secret ballots must be used upon request, and the document clarifies which ballot types are considered invalid. Finally, practical examples are provided to illustrate how these thresholds are calculated based on the number of representatives present and the validity of ballots cast.

This code applies to all FAI participants, including competitors, officials, and staff, mandating that they uphold the organization's reputation through fair play and non-discriminatory behavior. It emphasizes personal integrity, requiring representatives to remain impartial and prioritize FAI interests over national or specific sport affiliations. A significant portion of the document defines and regulates conflicts of interest, establishing clear procedures for disclosure and the management of potential biases. Participants are required to declare any interests involving suppliers or sponsors that might influence their decision-making. The policy also enforces strict confidentiality regarding sensitive information and outlines disciplinary actions for breaches of these ethical standards. Ultimately, the FAI Executive Board oversees the enforcement of these rules to maintain the highest standards of conduct across all air sports activities.

The 2025 CIVL Plenary focused on harmonizing competition standards, most notably through the approval of a unified scoring formula between the Paragliding World Cup and CIVL. Delegates passed several safety and technical proposals, including mandatory live tracking for Category 1 and 2 events and new specifications for harnesses and performance equalizers. Major championship bids were awarded for 2027, including the Paragliding World Championships to Serbia and the first FAI World Paragliding Hike and Fly Championships to Spain. The Bureau addressed the urgent relocation of the 2025 Paragliding XC World Championships within Brazil due to organizational and financial failures by the original host. Financial accounts and the provisional budget were approved, and the leadership team was established with the re-election of Bill Hughes as President. The meeting concluded with the selection of Porto, Portugal, as the venue for the 2026 Plenary.

During 2025, CIVL live tracking was utilized at major hang gliding and paragliding events in Italy, Spain, Kazakhstan, and Brazil, demonstrating the effectiveness of anti-DOS protections. The report identifies a growing need to phase out 3G hardware in favor of 4G and LTE-M devices, which offer superior connectivity and Flarm repeater functionality. Significant challenges arose from organizers using redundant GSM systems, which caused data confusion, and from pilots failing to properly charge or position their devices. In Brazil, the integration of satellite trackers successfully mitigated GSM gaps, though it required manual pilot activation. Key recommendations for future events include mandating new-generation trackers, ensuring two-way satellite communication for safety, and avoiding the use of mobile phone applications as primary tracking tools. These improvements aim to enhance safety reporting and provide more reliable data for both organizers and spectators.

The 2025 season saw a slight increase in paragliding accuracy competitions, highlighted by the successful 13th FAI World Championships in Turkiye where 12 full rounds were completed. Technical advancements included the validation of two scoring systems and the testing of new anemometer technology, though safety protocols now emphasize practical exercises over simple reviews. The committee is addressing ongoing concerns regarding the knock-out system, which has faced criticism from pilots and organizers for reducing participation and increasing costs. Proposed changes for the upcoming Plenary include the introduction of a Masters category, refinements to landing and equipment rules, and a potential restructuring of official payments. Looking forward, the committee has overseen successful test events for the 2026 continental championships and received multiple bids for 2028 events.

Since its formal recognition in 2023, Hike and Fly has seen a significant increase in activity, with 36 events listed in 2025 and nearly 700 pilots now included in the World Pilot Ranking System. The committee has focused on refining scoring systems for multi-day tasks and establishing the regulatory framework necessary for the upcoming first Category 1 World Championships in Panticosa, Spain. While progress has been made on scoring proposals, the committee reached no consensus on establishing a framework for Hike and Fly records. Future efforts will address World Championship local regulations, allocation processes, and potential ranking formula reviews. The chairman continues to urge national delegates to sanction local competitions as Category 2 events to further strengthen the global ranking data.

The report indicates that while paragliding accuracy remains relatively stable, paragliding cross-country saw four fatalities in 2025, primarily due to failed or delayed rescue deployments following collapses. Hang gliding incident rates are notably higher, with landings and takeoffs identified as the most frequent causes of injury. Data suggests that lower-ranked pilots are more susceptible to stall and spin incidents, while highly-ranked pilots face greater risks during launch and low-altitude flight. To mitigate these risks, the Safety Officer recommends improved rescue training, better task setting to keep pilots away from dangerous terrain, and the use of landing pads in accuracy events. Formal proposals include implementing stricter impact requirements for back protectors, opening incident reports to public pilot review, and shortening Category 1 competitions to combat pilot fatigue. Additionally, a new safety briefing template has been introduced to standardize risk communication during competitions.

The template organizes event briefings into three primary categories: general logistics, safety management, and team leader information. It details essential operational requirements such as mandatory insurance, staff responsibilities, and communication protocols via radio and digital platforms. Safety procedures are emphasized, including the use of live trackers for emergency signaling, specific protocols for cloud flying, and standardized responses to accidents or task cancellations. The document also defines competition parameters, covering airspace regulations, scoring formulas, and the formal process for complaints and protests. By providing a structured checklist, the template ensures that organizers and safety directors communicate critical information consistently to all participants.

In 2025, CIVL sanctioned 354 Category 2 events out of 464 published competitions, resulting in 328 ranked events across various disciplines. While overall event numbers declined by 5%, total income rose to 84,735 CHF, driven largely by an increase in higher-tier sanction fees for Paragliding XC competitions. Participation rates saw a general downward trend, with the average number of participants in Paragliding XC dropping from 74 to 68. The report also highlights the approval of five non-FAI events as ranked exemptions and the management of over 370 administrative support requests regarding CIVL IDs and rankings. Despite the decrease in event volume, the financial health of the sanctioning system remains strong due to the shifting distribution of fees.

In 2025, CIVL maintained a significant digital presence through Facebook and Instagram, reaching nearly two million users despite a reduction in live content following a 2024 Bureau decision. The report emphasizes the critical utility of CIVLcomps.org, which serves as the primary platform for event registration, world rankings, and official verification of FAI-sanctioned competitions. Communication efforts also included the publication of 39 news articles and 46 newsletters to keep delegates and pilots informed. A key focus was placed on educating the community about verifying event statuses to avoid misinformation from unofficial sources. Looking ahead to 2026, the Communication Officer aims to expand support for Category 2 competition organizers and further refine the services offered through the event management system. These initiatives are designed to streamline competition logistics and improve the overall transparency of the sport's professional landscape.

Following the establishment of the CIVL Green Charter and a voluntary self-assessment framework for competition organizers, the 2025 report indicates limited progress in practical implementation. While the necessary tools and logos are available, the Environmental Officer notes that the FAI Environmental commission remains inactive, hindering broader support. To address the lack of engagement, the report proposes a shift toward a robust communication program rather than immediate mandatory enforcement. This strategy involves a dedicated 2026 budget to create educational resources, such as videos and training sessions, to raise awareness among Category 1 and 2 event organizers. Success will depend on recruiting volunteers to develop these materials and ensuring that event stewards actively promote the voluntary program during the bidding and execution phases.

The proposal addresses the inconsistency and safety risks inherent in the current system, where competing pilots often lack the time or motivation to serve on task committees. Under the new rules, organizers must appoint a dedicated, non-competing Task Setter who is familiar with the local venue and has demonstrated competence at a test event. This individual will be responsible for preparing pre-vetted tasks and designing daily routes in consultation with a small group of pilots, though the Meet Director and Safety Committee retain final review authority. To ensure high standards, the Task Setter cannot hold conflicting roles, such as Meet Director, and a new training program will be established to certify qualified candidates. These changes will be mandatory for Category 1 events starting after April 1 and are highly recommended for Category 2 competitions. This shift aims to prevent delays and ensure tasks are both safe and engaging for all participants.

This proposal aims to address safety concerns arising from the practice of adding unvetted goal waypoints during high-level paragliding and hang gliding competitions. Currently, mid-event additions can lead to pilots arriving at unsafe locations or making manual coordinate entry errors. The new rule mandates that all goal waypoints must be finalized at least one hour before the initial pilot safety briefing, with no overrides allowed by local regulations. Exceptions are permitted only for unforeseeable events like fires or floods, requiring personal validation by a CIVL Steward and timely distribution of updated waypoint files. The policy emphasizes that organizers must plan for all possible weather conditions and distances prior to the event's commencement. This regulation will become mandatory for all Category 1 cross-country events starting April 1, 2026.

This proposal addresses the safety risks associated with lightweight pilots carrying excessive ballast to remain competitive on larger wings. By mandating performance equalizers in all Category 1 Paragliding XC competitions beginning January 1, 2028, the CIVL Bureau aims to retain pilots who might otherwise leave the sport due to these physical demands. The rule change will involve updating Section 7 to define the proper use and requirements of these devices. While mandatory for Category 1 events, the use of equalizers is also highly recommended for Category 2 competitions. The proposal acknowledges potential opposition from larger pilots who fly L and XL wings, as they may perceive a disadvantage during thermalling. Ultimately, the measure seeks to create a fairer and safer competitive environment across all pilot weight ranges.

This proposal seeks to reverse a 2019 decision that allowed unlimited ballast, citing significant safety risks identified by the FAI Medical Commission. The Bureau notes that excessive ballast, particularly in the form of weight vests, increases injury potential during accidents and impairs a pilot's ability to launch safely. Under the reinstated rule, total equipment weight will be capped at 33 kilograms above the pilot's body weight, with a general allowance up to a 95-kilogram total weight. The regulation will be mandatory for Category 1 Paragliding XC events and recommended for Category 2 competitions. While acknowledging that this may disadvantage lighter pilots who prefer larger wings, the Bureau prioritizes safety and suggests that alternative fairness schemes be developed before the January 1, 2027, effective date. This transition period is intended to provide enough time for delegates to agree on long-term solutions like lightweight classes or equalizer systems.

This proposal addresses the safety risks associated with lightweight pilots carrying excessive ballast to remain competitive on larger wings. Starting January 1, 2027, a new scoring category will be established for pilots using wings with a maximum certified weight of 95kg or less in Category 1 Paragliding XC competitions. This category will exist alongside the existing Overall and Women's rankings rather than replacing them. The initiative aims to prevent pilots from leaving the sport due to the physical demands and dangers of heavy ballast. While some concerns exist regarding the proliferation of championship titles, successful implementation in various Category 2 events suggests the change will not negatively impact competition dynamics. Ultimately, the rule seeks to foster a safer and more inclusive environment for lighter competitors.

This proposal addresses pilot requests for clearer rules regarding the completion of a flight in Paragliding Accuracy competitions. The updated rule explicitly includes the harness as part of the equipment that triggers a landing upon ground contact, while continuing to exclude speed-bars, stirrups, and tow yokes. Additionally, the amendment specifies that a flight is considered complete if the pilot moves outside a 10-meter radius circle. These changes aim to prevent judging disputes and improve pilot satisfaction across FAI Category 1 and 2 events. If approved, the new definition will take effect for all competitions starting after May 1, 2026.

This proposal addresses the issue of strong wind gusts that impact a pilot's final approach or landing stability but are only registered by instruments after the pilot has touched down. By extending the wind speed monitoring period to include five seconds after landing, the rule aims to provide a fairer competition environment where scores accurately reflect pilot skill rather than uncontrollable conditions. The proposed change to Section 7C would allow pilots an automatic relaunch if wind limits are exceeded during the 30 seconds before or 5 seconds after landing. This adjustment is based on successful precedents in skydiving and parascending competitions and is already supported by existing competition software. If adopted, the rule will apply to Category 1 and 2 Paragliding Accuracy events starting May 1, 2026. This change ensures consistency and reduces reliance on subjective judge's discretion for handling abnormal wind conditions.

This proposal addresses ongoing concerns regarding significant damage to automatic measuring device (AMD) target pads caused by pilots' modified footwear. To mitigate these costs and equipment failures, the committee recommends lowering the maximum protrusion depth of sole or heel modifications from 8.0 mm to 6.0 mm. The updated regulations maintain existing requirements for material hardness, specifying a maximum of 70 on the Shore Durometer Scale A to ensure modifications remain relatively soft. Additionally, the proposal calls for clearer diagrams within the official rules to assist pilots and organizers with compliance. These changes will apply to all FAI Category 1 and 2 paragliding accuracy events starting after May 1, 2026. By implementing these stricter dimensional standards, the committee aims to reduce the financial burden on event organizers who currently face frequent equipment replacements.

This proposal aims to officially recognize the significant participation of senior pilots in Paragliding Accuracy competitions by introducing a Masters category for FAI Category 1 events. Currently, the Masters ranking is restricted to Category 2 events, but its popularity among participants has prompted a request for broader application. Under the new rule, the category will include pilots who are at least 55 years old on the first day of the competition. Rankings will be derived from the scores achieved by these senior pilots within the overall competition standings. The proposal also specifies that this category should incorporate any approved changes to the knock-out system decided during the 2026 plenary. If approved, the updated regulations will take effect for all relevant events starting after January 1, 2027.

The proposal addresses a lack of clarity in current regulations regarding the scoring of Hike and Fly competitions that feature a mix of single and multiple-day tasks. To resolve this, the committee suggests adopting a 1000-point reference approach where points are allocated based on a ratio of distance completed and time taken relative to the task winner. Two variants are presented: one calculating time points based on the ratio of the winner's duration to the competitor's duration, and another based on the remaining time before the task deadline. Under both proposals, the final competition ranking is determined by the sum of points earned across all tasks, providing a consistent and fair evaluation of performance. This standardized methodology is intended to prevent organizers from using varying approaches and is slated for implementation in Category 1 events starting May 1, 2026.

This proposal addresses the high financial costs and physical fatigue associated with current 14-day championship formats by shortening the maximum event duration to 9 days, including ceremonies. The revision would apply to both Category 1 and Category 2 events and involves deleting the requirement for a mandatory rest day after six consecutive flying days. By standardizing schedules to run from a Saturday opening to a Sunday closing, the Safety Officer aims to improve event quality and increase participant numbers. While concerns regarding bad weather windows were raised, the proposal suggests mitigating this through more careful selection of event dates. If approved, the rule will be published in May 2026 and enforced for all competitions starting on or after January 1, 2029.

This proposal addresses the increasing safety risks associated with modern paragliding harnesses that sacrifice back protection thickness for aerodynamic performance. To mitigate rising injury rates and ensure pilot safety, the CIVL Safety Officer recommends establishing minimum protector dimensions of 12 cm thickness, 30 cm width, and 35 cm length for a standard 180 cm pilot. Additionally, protectors must pass specific EN impact tests with a maximum peak value of 40 g and defined duration limits for lower g-forces. While the EN working group has yet to finalize a new standard, this measure provides an immediate regulatory framework to prevent further safety compromises. The rule is intended to be recommended immediately and become mandatory for all CIVL-sanctioned cross-country competitions by January 1, 2029. This implementation aims to discourage the use of inadequate protection and encourage manufacturers to prioritize pilot well-being over marginal performance gains.

To address gaps in current safety data, CIVL proposes an updated reporting framework that enables both organizers and pilots to initiate incident reports with automated data integration from the competition database. The new system categorizes information into basic automated data, mandatory fields regarding the incident's nature, and optional technical details such as SIV training and equipment specifics. Witnesses may also contribute free-text comments, while a disagreement flag allows the Safety Officer to mediate conflicting accounts between parties. This initiative aims to provide more reliable statistics for identifying emerging safety trends and preventing serious accidents across all Category 1 and 2 events. Privacy is maintained by restricting name visibility to organizers, while the broader community sees only anonymized data. The rule is slated for implementation on May 1, 2026, ensuring a more comprehensive and collaborative approach to sport safety.

To prevent the development of overly demanding wings within the EN-C category, the working group recommends formalizing the CSC classification with specific design boundaries. These requirements include a maximum flat aspect ratio of 6.8, a limit of 68 cells, and a glider weight under 6.5 percent of the maximum take-off weight. Additionally, two-liner wings must feature a fixed speed limiter, and in-flight adjustable trimmers are prohibited to prevent pilots from exceeding certified limits. While the standard primarily targets EN-C gliders, an exception allows small-sized EN-D wings to qualify if larger versions of the same model meet EN-C criteria. The proposal includes a grandfather clause for wings certified before May 2026 and mandates CSC compliance for Category 1 sports events starting in 2028. This framework aims to maintain accessibility for new competitors while protecting the integrity of the EN certification system from potential abuse.

The proposal addresses the current WPRS ranking system's failure to adequately differentiate between winners and runners-up, noting that point gaps at the top are often similar to those in the middle of the field. Argentina argues that winning requires exceptional skill and should be incentivized similarly to professional sports like golf and cycling. To rectify this, they suggest adding a Podium Bonus (Pb) multiplier to the existing ranking formula for all disciplines. Under this plan, first-place finishers would receive a 10% bonus, second place 5%, and third place 2%. This adjustment aims to ensure that pilots who win major competitions are ranked higher than those who achieve consistently good but non-winning results across multiple events. The proposal is designed to be compatible with other potential WPRS formula updates being considered at the 2026 Plenary.

This proposal seeks to transition performance equalizers from an optional tool to a mandatory requirement for all FAI Category 1 Paragliding Cross Country competitions beginning January 1, 2027. The initiative addresses long-standing safety issues associated with pilots carrying excessive ballast, which complicates take-offs and increases landing risks. Additionally, the measure aims to rectify inherent performance advantages found in larger wing sizes to ensure a fairer competitive environment for lighter pilots. The proposed rule utilizes a specific formula to determine the length of foam cylinder equalizers based on a pilot's maximum take-off weight. By implementing this standard, the CIVL aims to reduce the reliance on heavy ballast while maintaining technical parity across the field. Logistics and control mechanisms for the rollout are slated for development throughout 2026.

This proposal addresses the issue where monthly ranking updates fail to capture results from multiple back-to-back competitions, potentially disadvantaging active pilots. Bulgaria suggests amending FAI Sporting Code Section 7E to mandate ranking updates every Monday at 12:00 UTC based on all available data. The new rule would also stipulate that rankings remain fixed once updated, except in cases where major data errors are identified. Proponents argue that the transition to weekly updates is feasible because the process is now fully automated through the EMS system. This change is expected to reduce administrative pressure by allowing organizers more flexibility in submitting results within a shorter, recurring cycle. Ultimately, the proposal aims to provide a more responsive and accurate ranking system for all paragliding and hang gliding disciplines.

The proposal aims to provide Meet Directors with a simpler alternative to using restricted airspace for ensuring pilots maintain safe altitudes over dangerous terrain or valley crossings. By amending Section 7F of the FAI Sporting Code, control zones could optionally include vertical limits defined in meters above mean sea level. Validation would require tracklog points to fall within these limits, subject to a five-meter tolerance. The proponent argues that while instrument and software updates are necessary, the implementation is straightforward and significantly enhances safety management. This change is specifically intended for XC and Hike & Fly disciplines, with a target implementation for the next Category 1 events in Europe.

This proposal from the Bulgarian National Aero Club seeks to update scoring procedures for Category 2 Paragliding Accuracy competitions to reflect the increasing skill levels of modern pilots. The suggested rule allows organizers to use an electronic pad for primary scoring while implementing a tiered system for landings within a two-meter radius. Specifically, landings outside the pad but within 0.5-meter increments would receive scores ranging from 16 to 19, with any landing beyond two meters capped at a maximum score of 20. This approach was successfully piloted during the PGAWC Super Final in China and is intended to streamline the judging process for both officials and competitors. By adopting this rule, organizers would have more flexibility to manage competitions with varying pilot experience levels. The Bulgarian NAC requests that this proposal be voted on at the upcoming CIVL Plenary to provide a standardized option for local regulations.

The proposal argues that the current Knock-Out (KO) system negatively impacts Paragliding Accuracy by eliminating the majority of nations and pilots halfway through championships, which stifles the growth of developing nations and reduces media value. Croatia identifies significant logical flaws in the KO format, noting that it produces unfair team rankings and contradictory results in the women’s and junior categories. To resolve these issues, the document calls for the deletion of all KO-related clauses in Section 7C of the Sporting Code, ensuring that every qualified pilot is entitled to fly all scheduled rounds. The proponents suggest that operational efficiency and reverse-order final rounds can maintain competition excitement and schedule management without the need for mid-event eliminations. By returning to a full-rounds format, the FAI would align its premier events with principles of inclusiveness and transparency while restoring the prestige of national representation. This change is proposed to take effect for all sanctioned events starting on or after May 1, 2026.

The current CIVL voting process requires physical attendance, which often limits participation from countries facing economic or logistical challenges and leads to a system where one country may represent several others. To address this, Spain proposes adopting an online voting system for all proposals and bids to ensure a more inclusive and representative decision-making process. This model aims to guarantee that every member country can exercise its voting rights independently, thereby enhancing the legitimacy of CIVL decisions. Furthermore, the proposal suggests that online voting would reduce the burden on attending delegates who currently manage proxy votes, minimizing potential conflicts of interest. By aligning with modern digital governance practices, the system would provide a more efficient and flexible framework without significantly increasing costs or organizational complexity. Ultimately, this measure is intended to foster a fairer and more modern organizational structure for the CIVL.

Spain is proposing a policy change to allow CAT 1 event organizers the freedom to select their preferred live scoring system, provided it meets CIVL technical standards. Currently, Airscore is the only officially authorized system, but Spain argues that alternatives like SVL offer superior real-time visualization and have been proven reliable in other major competitions. While Airscore provides benefits through its open-source nature and transparency, SVL enhances the experience for pilots and audiences through advanced tracking capabilities. Allowing a choice between these systems would encourage technological innovation and healthy competition among software providers. This flexibility would enable organizers to better adapt to the specific needs of their events while maintaining scoring reliability. Ultimately, the proposal aims to modernize event management and align technical requirements with current operational realities in free flight competitions.

The Real Federación Aeronáutica Española proposes establishing a standardized take-off priority for teams in all Category 1 events to reflect the high importance of team classifications. Under this proposal, the first day's priority would be granted to the top four teams according to the current World Pilot Ranking System (WPRS). For all subsequent days, the priority order would be determined by the updated general team standings after each task. This system aims to provide more homogeneous competitive conditions by minimizing the impact of changing meteorological conditions during the launch window. Additionally, the proposal seeks to simplify operational planning for organizers while strengthening the strategic elements of team-based competition. By formalizing these procedures, the CIVL can ensure greater consistency between technical operations and the sporting objectives of major championships.

The Real Federación Aeronáutica Española has submitted a proposal to establish email as an official channel for receiving complaints during Category 1 and Category 2 events. This measure aims to modernize administrative procedures by providing a digital trail that ensures better tracking and organization of submissions. By allowing electronic delivery, the proposal facilitates the meeting of deadlines without requiring the physical presence of the claimant at event headquarters. The specific email address and relevant deadlines for this process would be clearly outlined in each event's Local Rules. Ultimately, this shift is intended to increase transparency and operational efficiency while aligning CIVL practices with contemporary digital standards.

Spain proposes adopting its national altitude limit penalty system for FAI Category 1 events to address the safety risks and frequent protests associated with strict altitude enforcement in strong thermal conditions. Under this system, pilots who exceed an altitude limit can avoid penalties by safely descending and resuming the course from a point further from the goal, ensuring no competitive advantage is gained. If a pilot inadvertently gains an advantage while attempting to correct their altitude, a proportional point penalty is applied based on the horizontal distance gained. However, pilots who demonstrate bad faith by continuing to climb above the limit face a 100% task penalty or potential expulsion from the championship. Verification relies primarily on barometric altitude recorded on flight instruments, with specialized software used to calculate any necessary penalties. This approach aims to balance regulatory compliance with the practical realities of paragliding flight dynamics.

The proposal aims to integrate a structured feedback mechanism directly into the CIVLCOMPS platform to evaluate all sanctioned events. Under this system, pilots would automatically receive standardized surveys at the conclusion of a competition to rate aspects such as logistics and safety on a scale of 1 to 10. By using common questions across all events, the system ensures data consistency and allows for the identification of long-term trends and best practices. Both qualitative comments and quantitative scores would be accessible to organizers and the CIVL committee to support objective decision-making. Ultimately, this initiative seeks to enhance event quality and increase pilot engagement by providing a formal channel for improvement suggestions.

Spain's proposal mandates that all FAI 1 and FAI 2 competitions maintain a qualified medical team consisting of at least two healthcare professionals, including one doctor capable of administering medication. The team must be equipped with advanced life support tools, immobilization gear, 4x4 mobility, and communication devices to ensure rapid response in difficult terrain. Coverage is required from the opening of the flight window until the goal closes, with FAI 1 events requiring additional CIVL approval for the selected medical staff. This initiative prioritizes safety over non-essential budget items, recognizing that professional medical presence is more effective than standard ambulances which may lack specialized personnel. The proposal aims to unify international safety standards while allowing for adaptations based on local geography and existing governmental rescue resources. By implementing these requirements, the organization seeks to reduce medical complications and improve coordination with external emergency services during high-risk free flight events.

Historically, CIVL relied on a single tracking provider, but the emergence of diverse hardware and software platforms has made a centralized procurement model obsolete. This proposal suggests transforming the current working group into the Working Group for Live Tracking Standards and Safety Requirements to define minimum technical specifications for all systems. By establishing a neutral regulatory framework instead of choosing a specific brand, CIVL can ensure fairness, encourage technological innovation, and allow organizers to select the best tools for their specific regional conditions. The group would also collaborate with the Open Glider Network (OGN) to improve redundancy and safety through standardized communication protocols. Ultimately, this shift reduces the logistical and financial burden on CIVL while aligning tracking regulations with existing standards for other flight equipment like paragliders and instruments.

This proposal addresses the declining number of nations represented in Category 1 hang gliding competitions due to the high costs and logistical challenges of obtaining WPRS points in non-alpine regions. Finland suggests that when a nation has no pilots meeting the 20-point threshold, a pilot may apply for an exemption based on alternative evidence of skill and experience. The screening committee would evaluate these applications by considering the benefit of increased national participation alongside the pilot's safety record. To address potential safety concerns regarding less experienced pilots in large gaggles, the document suggests mitigation strategies such as separate task windows or verifying competency through documented closed-circuit flights. This change aims to prevent hang gliding from becoming an exclusive sport for a few dominant nations while maintaining competitive standards. The proposed rule would apply to Class 1 and 5 hang gliders in Category 1 events starting May 1, 2026.

This proposal from France addresses the perceived inadequacy of current medical standards and assistance at Category 1 paragliding and hang gliding cross-country events. The document argues that the high accident rate necessitates having an emergency doctor present at both takeoff and goal fields, as well as guaranteed helicopter extraction to a hospital. To implement this, the proposal suggests amending Section 7 of the common rules to require that bid eligibility depends on the site's ability to support helicopter rescues. Furthermore, detailed bids must include a comprehensive emergency response plan that explicitly identifies an emergency physician and a method for aerial medical evacuation. While acknowledging that these requirements might exclude some traditional flying locations, the proponents emphasize that such measures are vital for maintaining the FAI's reputation and managing liability. These new standards would apply to all Category 1 cross-country event bids submitted after May 1, 2026.

The current Sport Class definition relies solely on EN-C certification and a flat aspect ratio limit, which France argues encourages dangerous design trends that compromise safety during spins and asymmetric collapses. To address this, the proposal introduces a more comprehensive set of technical restrictions, including a maximum of 66 cells and a flat aspect ratio limit of 6.8. Additionally, the new criteria would mandate that canopy weight remains below 6.5% of the maximum take-off weight and prohibit the use of trimmers. These changes aim to prevent manufacturers from distorting glider designs for competition performance at the expense of safety. If approved, the new definition would apply to all FAI-sanctioned events starting May 1, 2026. This proposal is presented as a manufacturer-supported alternative to other definitions currently under consideration by CIVL.

The proposal addresses a decade of stagnation in Competition Class standards that has limited design innovation and resulted in safety risks during high-speed final glides. France suggests increasing the maximum allowable riser shortening from 140mm to 180mm to permit the development of more stable, collapse-resistant gliders. Additionally, the proposal introduces a scoring change where pilots receive a time bonus of three seconds for every ten meters of altitude held when crossing the End of Speed Section. This shift aims to discourage dangerous races to the ground and instead reward pilots for maintaining height and efficiency. These changes are intended to apply to Category 1 and 2 cross-country events starting May 1, 2026. By linking technical specifications with scoring incentives, the proposal seeks to break the current market duopoly and enhance overall pilot safety.

The proposal addresses concerns that CIVL has become overly focused on event attendance at the expense of global sport governance and safety. Central to the reform is the creation of an Ethical Commission to vet all officer candidates for conflicts of interest and a Data Commission to manage safety reporting and pilot sentiment surveys. To prevent bias, Bureau members would be barred from serving as Stewards or Jurors at Category 1 events, with these positions instead filled through Plenary elections. The regulations also introduce mandatory worldwide polls of sporting license holders to ensure that delegate votes reflect the actual needs and opinions of the pilot community. Additionally, the document outlines new procedures for remote plenary participation and stricter requirements for financial transparency and competitive tendering. These changes aim to shift CIVL back toward its core mission of structural sport development and improved safety standards.

This proposal from the United Kingdom aims to resolve ambiguities in the current wording of Section 7A regarding pilot limits for paragliding cross-country events. The existing text, which transitioned the maximum pilot count from 150 to 130 as of January 2025, lacks clarity on how exceptions are applied. The proposed amendment explicitly sets the standard maximum at 130 pilots for all events. It specifies that only Category 1 competitions may seek an exception to increase this number during the formal bid process. For Category 2 competitions, the 130-pilot maximum is strictly mandatory with no provision for exceptions. This change is intended to align the written regulations with the decisions and intent established during the 2024 Plenary.

This proposal seeks to tighten trim tolerances for high-level paragliding competitions to address safety concerns and unsporting advantages gained from extreme speed trimming. Currently, CCC wings allow a -20mm fast trim, while EN-C and EN-D wings lack specific limits in the sporting code. The UK recommends reducing the CCC limit to -10mm and adding a new rule to Sporting Code S7 A that applies a -10mm limit to all 2-liner paragliders. The rationale is that modern unsheathed lines are sufficiently stable to handle stricter tolerances, while sheathed lines will maintain a -20mm limit to account for higher shrinkage rates. These changes aim to standardize performance across the field and discourage pilots from using aggressive trim settings that could be dangerous for the average competitor. Additionally, the proposal suggests a warning system for gliders found to be trimmed too slow.

Germany's proposal addresses the increasing difficulty of finding organizers and sponsors for Category 1 hang gliding events due to rising costs and logistical challenges. By holding joint competitions for Class 1 and Class 5, National Airsport Controls can share expenses for travel, logistics, and personnel, making events more cost-effective. The proposal suggests a maximum of 115 total pilots, with 80 allocated to Class 1 and 35 to Class 5, to manage safety risks and launch area congestion. This structure is supported by successful past events in North Macedonia that demonstrated safe and fair competition through distinct task setting for different classes. The change aims to ensure the long-term sustainability of high-level hang gliding championships while maintaining manageable team sizes and reducing collision risks.

The German Hang Gliding Association submitted a proposal to the CIVL 2026 Plenary to tighten qualification criteria for Class 1 and Class 5 Hang Gliding Category 1 competitions. This initiative follows a high number of serious accidents at the 2025 World Championships in Ager, Spain, which were attributed to pilots lacking the experience necessary for demanding terrain. The current rules require pilots to have earned 20 WPRS points within the 36 months preceding the ranking reference date. Germany proposes increasing this threshold to 60 WPRS points and shortening the eligibility window to 24 months. Additionally, the proposal maintains the requirement for participation in at least one FAI-sanctioned competition with 30 or more pilots. By raising these standards, the proponents aim to prevent future accidents involving less experienced competitors in high-level events.

The German delegation proposes the formal introduction of EN-A, EN-B (Low and High), and EN-D wing classes into CIVL definitions, alongside the creation of corresponding World Championship titles for Cross-Country and Hike & Fly disciplines. This proposal extends the logic used for CCC and CSC classes, arguing that if equipment segmentation improves safety and fairness, it should be applied consistently across all certification levels. However, the rationale suggests this expansion is intended to expose the potential negative impacts of such segmentation, including pilot field fragmentation, increased costs, and organizational complexity. By forcing the inclusion of these categories, the DHV aims to prompt a broader debate on whether governing competitions through device-based classes is a sustainable strategy for the sport. Ultimately, the proposal challenges delegates to either embrace full segmentation or reconsider the viability of the current trajectory.

The German Hang Gliding Association recommends amending CCC paragliding rules to decrease the maximum accelerated A-B riser distance from the current 14 cm limit. The proposal offers two variants, a reduction to 12 cm or 10 cm, with the latter aligning with current physical testing standards to ensure behavior is verified at full speed. This change aims to mitigate safety risks by reducing maximum flight speeds, leading to less aggressive canopy reactions and lower pilot workload during accelerated flight. Proponents argue this will make the CCC class accessible to a broader range of experienced pilots who currently avoid the class due to high-speed risks. While the change might limit tactical options or prompt manufacturers to optimize other performance parameters, implementation is considered simple as it only requires modifying riser limiters without a full redesign. Ultimately, the proposal seeks to balance competitive integrity with improved safety in the most critical flight regimes.

The German Hang Gliding Association submitted a proposal to amend Section 7 of the FAI Sporting Code to shorten the maximum duration of Category 1 championships. Currently, these events can last up to 14 days, which the proposal argues leads to significant physical and mental exhaustion for pilots, organizers, and medical teams. This fatigue increases the risk of accidents and places a heavy financial and logistical burden on national aero clubs and volunteers. By reducing the maximum period to 8 days, the proposal aims to enhance safety and make it easier to secure suitable venues and organizational support. The revised rule would recommend a standardized schedule running from Saturday to the following Saturday. This change is intended to ensure the long-term sustainability of the sport by making competitions more accessible and manageable for all involved.

The German Hang Gliding Association (DHV) submitted this proposal to modernize airworthiness and safety standards in the sporting code, arguing that decades-old rules currently hinder technical development. The proposal updates requirements for glider classification, distinguishing between certified models and uncertified production gliders that must still provide pitch and load test data. Key technical revisions include specific standards for sprog settings, structural wire diameters, and mandatory internal backups for non-metallic control bars. Safety regulations are also refined for pilot harnesses, requiring a 9G strength rating and non-metallic primary or backup suspension systems. Additionally, the document clarifies rules for rescue parachutes, certified helmets, and ballast weight limits to ensure consistent safety across international competitions. These changes aim to align sporting regulations with modern manufacturing capabilities while maintaining rigorous structural integrity checks.

The German delegation proposes moving the CIVLCOMPS platform to an open-source model to address development delays caused by a reliance on a single senior integrator. Under this proposal, the source code would be hosted in a controlled repository where community members can contribute via pull requests while production data and secrets remain secure. This shift aims to accelerate the implementation of delayed features, such as the Sport Class Ranking and Accident Database, by allowing qualified pilots to assist with development. CIVL-appointed maintainers would retain final approval and merging rights to ensure architectural consistency and code quality. The implementation would be incremental, starting with repository setup and defined governance guidelines to minimize operational risks. Ultimately, this approach transforms the lead developer's role into a reviewer, increasing overall capacity without compromising system security.

The proposal addresses a critical safety gap where aerodynamically optimized harnesses used in high-level competitions provide insufficient back protection, leading to avoidable pilot injuries. To mitigate this risk, Hungary recommends establishing a Working Group to finalize a technical standard based on the Open Protector Standard draft. Once finalized, compliance with the standard's -M class would become mandatory for all harnesses used in Category 1 XC events. The plan includes a consultation phase with pilots to determine an effective start date, potentially in 2027 or 2028, and requires certification centers to share drop test data for future research. This initiative aims to supplement existing EN standards rather than replace them, ensuring equipment meets rigorous safety benchmarks. Ultimately, the Working Group will evaluate market readiness and define grandfathering rules before the requirement takes effect.

The proposal addresses the increasing complexity of technical decisions regarding paragliding equipment, such as CCC class specifications and back protector harmonization, which currently lack a transparent and expert-led resolution process. Hungary suggests forming an Equipment Safety Working Group modeled after the UIAA Safety Commission to ensure that safety decisions remain independent of commercial pressures. Under this structure, each country would have one independent voting member, while manufacturers and testing centers would maintain permanent advisory status without voting rights. This formalization aims to replace the current informal workflow with a clear protocol for drafting and approving technical standards before they reach the Plenary. By establishing this group immediately, CIVL can better manage the ongoing Safety Stand Down and provide the technical expertise necessary for the 2026 Plenary. Ultimately, the proposal seeks to improve pilot safety by insulating technical standards from internal political influence and commercial interests.

The proposal introduces a standardized method for calibrating barometric sensors to ensure altitude consistency across all competitors and tracking devices. Under the BRAC system, pilots manually calibrate their instruments at the task briefing using a published reference altitude, with a fallback method utilizing automatic GPS averaging for legacy or uncalibrated devices. This shift from GNSS to calibrated barometric altitude aims to improve fairness in scoring and enhance the reliability of altitude-based safety limits, such as conical control zones. The standard includes specific implementation guidelines for instrument manufacturers, including a new IGC file comment line to record calibration data. Live tracking providers are also required to synchronize their devices to the same reference altitude to maintain data integrity. If approved, the rule will become effective for Category 1 cross-country events starting January 1, 2027.

This proposal from the Italian delegate seeks to amend Section 7A of the FAI sporting code to address the physical strain and aging demographic of competitors in two-week championships. Currently, a rest day is required only after six consecutive flying days, but the new rule would mandate a rest day after four days for paragliding and three days for hang gliding. The primary objective is to reduce pilot fatigue and the associated risk of safety incidents during high-level tasks. The proposal specifies that these changes should apply exclusively to Category 1 events and include flexibility for weather-related adjustments with team leader agreement. If approved, the policy would take effect on May 1, 2026. This change acknowledges that many pilots are not physically conditioned for sustained high-intensity flying over a full two-week period without more frequent recovery.

This proposal addresses the physical strain and safety risks associated with excessively long hang gliding tasks, particularly considering the aging demographic of competitors. The Italian delegation suggests modifying rule 3.1.6 to mandate that task durations do not exceed four hours from the Start of Speed Section to the task deadline. By implementing this limit, organizers aim to reduce pilot stress, minimize potential incidents, and ensure participants have sufficient time for retrieves and rest. The rule would apply to both Category 1 and Category 2 events starting May 1, 2026. Although some pilots may prefer longer flight times, the proposal argues that most competitors are not physically conditioned for sustained high-intensity flying over a multi-day competition. Ultimately, the change seeks to balance competitive challenge with pilot well-being and operational efficiency.

This proposal aims to align Hang Gliding scoring with Paragliding by introducing a 15% Fixed Total Validity (FTV) factor to reduce the pressure on pilots to take excessive risks. Currently set at 0%, the new FTV factor would allow pilots to discard their worst performances, preventing a single poor task from ruining their overall championship results. The change is intended for both Category 1 and Category 2 events to ensure pilots can train and adapt their strategies to the new scoring system. While the rule applies only to individual scores and not team results, it is designed to work alongside effective task setting and pilot briefings. The implementation date is set for January 1, 2027, providing sufficient time for the community to understand the impact on competition dynamics. Proponents acknowledge that while software can now predict final results accurately, the rule remains a tool for safety rather than a standalone solution.

This proposal from the Italian delegate seeks to amend Section 7 A of the FAI rules to increase eligibility standards for World and European Paragliding Championships. Under the new rule, pilots would need to be ranked in the top 500 of the World or European WPRS, or have scored at least 80 points in a single FAI-sanctioned event. The current requirements of top 700 ranking and 40 points are deemed insufficient, as lower standards have reportedly led to an increase in safety incidents. While the change may reduce the total number of participants, the proponent argues that a higher skill floor is necessary to prevent bad advertising for the sport and reduce organizational risks. The proposal maintains existing standards for other Continental Championships but emphasizes that elite events must prioritize pilot quality over field size. If approved, these changes would take effect on May 1, 2026.

The proposal argues that the traditional 1000-point GAP system is inadequate for Hike and Fly because it discourages independent route-finding and creates insurmountable time gaps during hiking sections. To address this, Italy suggests a position-based model where points are awarded to the top 20 finishers regardless of the time difference between them. The system includes a 15-point penalty for failing to reach the goal and optional bonus points for intermediate sprints to increase competitive dynamism. This approach is designed to make the sport more accessible to mainstream audiences and sponsors by providing a clear, head-to-head comparison. By resetting gaps between tasks, the system ensures the competition remains open and rewards athletes with diverse strengths in both sprint and endurance formats. If approved, these rules would become mandatory for Category 1 events starting May 1, 2026.

This proposal aims to eliminate the possibility of covert radio coaching during Paragliding Accuracy (PGA) flights by mandating specific technical restrictions on communication equipment. Under the proposed update to FAI Sporting Code Section 7C 8.2, pilots must use radios capable of transmitting and receiving on a defined safety frequency specified in local regulations. Crucially, dual-band radios must be configured so that both available frequencies are locked to this safety channel, ensuring no secondary channels can be used for coaching. The rule also strictly prohibits voice-activated microphones (VOX) and any form of communication intended to guide competitors to the target, except for safety purposes. These changes are intended to apply to all CIVL sanctioned events starting May 1, 2026. By implementing these restrictions, the organization seeks to maintain competitive integrity and address the difficulty of proving when illegal coaching has occurred.

The proposal introduces a safety-valve rule allowing pilots listed in the SWPRS to vote on whether newly certified paraglider models should remain approved for the Sports Class. To trigger a suspension, at least 20% of eligible pilots must participate, with a 75% majority voting against the model's inclusion. If these thresholds are met, the model's Sports Class Certificate is suspended for three months, making results achieved with it ineligible for SWPRS points. This mechanism aims to discourage manufacturers from engaging in an arms race by exploiting technical loopholes that could disrupt Category 1 events. The suspension is renewable every three months if the vote remains unchanged, though it does not apply retroactively or to competitions starting within seven days of the decision. This pilot-driven oversight is intended to preserve the integrity and spirit of the Sports Class through a transparent, anonymous, and continuous online polling process.

This proposal from Poland aims to improve the user experience on the civlcomps.org platform by refining the recently introduced Forecast tab. Currently, the system displays general potential ranking points for events, but it lacks personalized data for individual competitors. The proposed update would allow logged-in users to see an estimate of the specific points they might earn if all participants finish in positions matching their current rankings. This change is intended to provide pilots with immediate performance expectations and a better understanding of the complex WPRS ranking formula. By implementing this feature, the platform would offer significant educational value to the paragliding and hang gliding community. The proposal emphasizes that such transparency helps competitors plan their seasons more effectively.

The proposal introduces an automated feedback system where participants receive a unique link three days after a competition to rate the organizer and meet director on a five-star scale. To ensure statistical reliability and anonymity, the system utilizes a Bayesian Weighted Rating formula and requires a minimum of three rated events before a score is publicly displayed. This initiative aims to elevate safety and logistical standards by creating a natural incentive for excellence and providing pilots with data to make informed event choices. Organizers and directors with fewer than three events will be designated with a Newcomer badge to prevent skewed results from small sample sizes. Ultimately, the system provides meritocratic recognition for high-performing officials and may eventually serve as a basis for establishing minimum requirements for Category 1 events.

The proposal addresses an issue where high-ranked participants inflate the points available to all pilots regardless of their individual results. Under the new formula, a pilot's score is derived from the ranking points of the top quarter of competitors they beat, normalized against the world's top pilots. Testing indicates this change creates a steeper points distribution that benefits winners at lower-quality competitions while reducing rewards for middle-of-the-pack finishes at high-quality events. A new constant, Pq_min, is introduced to maintain a stable annual points pool and mitigate the impact of unranked participants. The proposal also includes a fix for ex-aequo positions to ensure tied pilots receive equal points. Overall, the system maintains the current top world rankings while making the competitive ladder more performance-oriented.

The Slovenian NAC submitted a proposal for the 2026 CIVL Plenary to address an ambiguity in the current Sporting Code regarding the scope of Team Leader responsibilities. Under the existing rules, it appears Team Leaders only represent official teams, potentially leaving individual pilots from the same nation without formal representation. The proposed amendment explicitly states that the Team Leader represents all pilots from their nation, encompassing both team members and individuals. This change redefines the Team Leader as the primary liaison between organizers and all national pilots while extending their authority to remove any member from their nation from an event. Additionally, the proposal maintains the Team Leader's responsibility for safety reporting and ensuring all national pilots understand the rules. These adjustments aim to ensure comprehensive oversight and representation for every competitor regardless of their specific team status.

The proposal seeks to amend FAI Sporting Code Section 7C by relaxing the criteria for selecting judging teams for Category 1 and 2 events. Slovenia argues that current rules are overly restrictive, preventing competent judges from qualifying for high-level roles despite their actual capabilities. Key changes include replacing mandatory cumulative requirements with more flexible options for Chief and Event Judge experience. Additionally, the proposal extends the timeframe for relevant experience from three years to four years across several roles. These adjustments aim to increase the pool of eligible judges while maintaining necessary safety and knowledge standards. The recommendation also simplifies the requirements for Target and Reserve Judges to ensure a more sustainable pipeline of officials.

This proposal from the Slovenian NAC aims to resolve ambiguity within the FAI Sporting Code Section 7C regarding the definition of a fall in Paragliding Accuracy. Currently, a fall is recorded if a pilot or their equipment touches the ground prematurely, but the rules do not explicitly state whether obstacles are included in this definition. The proposed amendment defines the ground strictly as the solid surface of the earth, excluding obstacles such as trees, wind socks, and anemometers. Under this new definition, a pilot who touches an obstacle but maintains flight can continue toward the target without receiving a fall penalty. This change provides clarity for judges and competitors by ensuring that only contact with the actual earth's surface triggers the specific penalty. The rationale is to prevent unfair penalties for minor contact with non-ground objects during an otherwise controlled flight.

This proposal from the Slovenian NAC seeks to update Section 7C of the FAI Sporting Code regarding the allocation of flying orders in Category 1 competitions. The current rule dictates that Team Leaders confirm a flying order for team members, but the proposal suggests changing this terminology to national pilots. By shifting the focus from teams to nations, the amendment clarifies that the Team Leader represents all pilots from their respective country. Under the proposed system, nations would be drawn at random to determine the starting sequence, with all first-ranked national pilots flying before the second-ranked pilots. This change aims to align the flying order process with the broader principle that Team Leaders represent their entire national delegation. The proposal also suggests corresponding adjustments to other sections of the code for consistency.

This proposal from the Slovenian NAC seeks to modify the Knock Out (KO) system in Paragliding Accuracy to address widespread community dissatisfaction and unexpected competitive consequences. The primary change involves increasing the number of pilots allowed to advance into the final rounds, moving from a top 60/40/20 structure to a more inclusive top 80/60/40 format for rounds seven through twelve. Additionally, the proposal expands the guaranteed participation for women and junior categories from the top six to the top ten ranked individuals, ensuring they can compete for category medals even if they do not qualify for the overall rounds. Team competition rules are also adjusted to allow the top ten teams to continue after round six, rather than just the top six. These adjustments aim to maintain the benefits of the KO system while providing better representation for leading competitors across all categories. The proposal also clarifies that only overall rankings remain eligible for World Pilot Ranking System points.

The Slovenian NAC proposes modifications to the Knock Out system in Paragliding Accuracy to address community concerns and unexpected consequences following its initial introduction. Under the new proposal, the number of women and juniors guaranteed to continue after Round 6 regardless of overall rank would increase from six to ten. However, these category-specific pilots and the top six ranked teams would only be guaranteed to compete until the end of Round 8, rather than the end of the entire competition. The proposal also introduces flexibility by specifying that reverse-order flying in final rounds should be implemented if possible. These changes aim to balance the representation of specific categories with the efficiency of the tournament structure. Overall, the adjustments seek to refine the competitive flow while maintaining the integrity of the World Pilot Ranking System.

This proposal from the Slovenian NAC seeks to introduce a Masters division specifically for Category 1 Paragliding Accuracy events, aligning it with existing practices in Category 2 competitions. Under the proposed amendment to FAI Sporting Code Section 7, the Masters class would be available to pilots who are 55 years of age or older on the first official day of the event. The initiative follows discussions and general support from the paragliding accuracy working group to recognize veteran competitors at the highest level of sanctioned events. While Junior categories are determined by the calendar year of birth, the Masters category relies on the pilot's actual age at the start of the competition. This change aims to expand the competitive divisions available in Accuracy alongside Individual, Team, Men, Women, and Junior categories. The proposal maintains the specific age requirements already established for Second Category events to ensure consistency across competition tiers.

The Slovenian NAC proposes updates to the FAI Sporting Code Section 7 to clarify the positioning and availability of medical personnel during cross-country, accuracy, and aerobatics competitions. Under the proposal, medical staff for cross-country events would be present at takeoff during launch before moving to strategic locations or goals, while helicopters would remain on call. To address potential local staffing shortages, the proposal suggests creating an international list of qualified doctors and medical technicians available for hire by event organizers. Organizers would be responsible for the travel and accommodation expenses of these experts, and CIVL may establish fixed daily rates for their services. These changes aim to ensure consistent medical safety standards across all member nations regardless of local resource availability. Local regulations would continue to define specific evacuation response times for ambulances and hospitals.

The Slovenian NAC identifies a need for professional and uniform pilot profile photos on the CIVLComps platform to replace the current use of generic or inappropriate images. The proposal introduces Rule 5.2.6 to the FAI Sporting Code, requiring that photos clearly show the pilot's head and shoulders, with the face occupying 70 to 80 percent of the frame. To facilitate this, the CIVLComps system would implement a cropping tool to ensure images meet a minimum resolution of 600 by 600 pixels. These standardized photographs are intended for use on accreditation badges, venue access control, and public-facing results pages. By establishing clear technical specifications for file size and format, the proposal aims to improve the overall professional appearance of competition media.

The proposal seeks to amend FAI Sporting Code Section 7 to address perceived inequalities where larger teams from top-ranked nations hold an unfair advantage in competition. Under the new rules, national teams would be limited to a fixed size of three pilots, with scoring based on the best two daily results. While teams remain gender-neutral, each nation could register one additional female pilot whose results count toward individual and female rankings but not the team score unless she is a nominated team member. The allocation process would be streamlined using WPRS nation rankings to invite teams in rounds until the maximum field size is reached. This change aims to prioritize sporting quality over numerical superiority while maintaining guaranteed access for female competitors. The proponent argues that these adjustments will create a more transparent, predictable, and equitable environment for all participating nations.

This proposal seeks to restore the original safety intent of the End of Speed Section by implementing an optional elevated goal located 200 meters above the physical landing field. Under this system, pilots crossing the goal cylinder at or above the 200-meter threshold receive full time points, while those arriving lower face a graduated penalty based on an S-shaped scoring curve. By aligning the timing point with the physical goal location, the change aims to enhance spectator engagement and media coverage of the race finish. The proposal maintains fairness by avoiding a hard pass-fail altitude cutoff, instead using a Goal Altitude Factor to reduce time points proportionally. Implementation requires minimal updates to scoring software and offers task setters a flexible tool to manage safety in modern competition environments. The proposed effective date for these rules is May 1, 2026.

This proposal addresses a safety loophole where pilots between the End of Speed Section and the goal are currently incentivized to continue flying after a task is stopped to validate their scores. By mandating that all competitors be scored only for their flight up to the official stop time, the rule ensures that no pilot gains an advantage by ignoring safety-related task cancellations. The new scoring logic redistributes Time Points into Distance Points using either a real reference pilot or a virtual one to maintain a fair and smooth score distribution. This change eliminates artificial point gaps between pilots who were in close proximity but on different sides of the scoring boundaries at the moment of the stop. Implementation requires minor updates to scoring software like FsComp and AirScore, with an effective date set for May 2026. Ultimately, the proposal empowers meet directors to stop tasks for safety reasons without concern that scoring rules will contradict their decisions.

The proposal addresses inconsistencies in current altitude logging methods, where GNSS data is often noisy and barometric pressure altitude lacks a standardized reference. It introduces a requirement for flight recorders to log specific K records at launch and landing containing QNE, GNSS, and the pilot's displayed QNH altitude. Scoring software will use this data to calculate a consistent barometric altitude offset, providing a smooth and responsive reference that matches what pilots see on their instruments. This method is preferred over complex sensor fusion algorithms because it is transparent, auditable, and easier to defend to aviation regulators. Implementation is set to begin as a recommendation in May 2026, becoming mandatory for Category 1 events by May 2027. The change requires minimal firmware updates for device manufacturers and adjustments to scoring platforms while maintaining backwards compatibility through a GNSS fallback.

The proposal aims to address performance and precision issues with the current distance calculation algorithm, which was found to be slower and less reliable than established methods like Karney or Vincenty. Under the new rule, scoring software must use the InverseGeodesic algorithm to ensure high-precision results and consistency across competition platforms. Navigation devices are permitted to use simpler approximations, provided they maintain an accuracy within five meters for distances up to 200 kilometers compared to the reference standard. This change aligns CIVL standards with mainstream GIS and geodesy libraries, reducing the risk of software bugs and unverified precision claims. Implementation is set for May 1, 2026, requiring scoring software providers to verify compliance while imposing minimal burden on pilots and organizers. The transition is expected to improve confidence in competition results through the adoption of thoroughly tested international standards.

This proposal from Switzerland seeks to amend Section 7 A of the FAI rules to lower the pilot limit for Hang Gliding Class 1 events. The primary motivation is to mitigate overcrowding, which currently increases the risk of mid-air accidents within thermals. If adopted, the new limit of 100 pilots would apply to both FAI Category 1 and 2 events. For Category 1 competitions, the rule change is slated to take effect on January 1, 2029. While critics may argue that fewer participants could impact the financial viability of events, the proposers suggest that better financial management and increased sponsorship can offset potential revenue losses. Ultimately, the change prioritizes pilot safety over maximum participation numbers.

This proposal from Switzerland aims to alleviate the financial pressure on organizers of FAI Category 1 events by linking the expenses of CIVL officials directly to the number of participating pilots. The proponents argue that without this change, the high costs associated with hosting could lead to a decrease in the total number of sanctioned FAI 1 events. If approved, the new rule would take effect on January 1, 2029, providing a long-term adjustment to the current funding model. A potential objection noted in the document is that this policy might compromise the quality of officials if organizers prioritize local candidates to minimize travel costs over more experienced international experts. However, the primary goal remains ensuring the economic viability of high-level paragliding and hang gliding competitions.

Current rules for stopped hang gliding tasks with multiple start gates suffer from ambiguity regarding the definition of the last start time used to calculate the scored window. This proposal seeks to redefine the window based on the last official start gate taken by at least one competitor, rather than the latest individual pilot crossing. By doing so, the rule prevents isolated late starts caused by relaunches or equipment issues from unfairly reducing the scored task time for the entire field. The clarification ensures that scoring remains consistent with the original intent of Section 7 and protects the integrity of competition results. Implementation would involve updating Section 13.3.4 to specify that the window is determined by the last official start clock. This change removes scoring distortions and provides a more equitable framework for all participants in stopped tasks.

The proposal outlines a comprehensive plan to host 130 junior pilots in the Sierra Mágina region, which is characterized by a reliable Mediterranean climate and diverse flying terrain suitable for long cross-country tasks. Organizers emphasize their proven track record, having successfully managed high-level events such as the 2024 European Paragliding Championship and multiple World Cup rounds. The bid includes detailed logistics for transport, safety, and medical services, including dedicated mountain rescue and helicopter evacuation protocols coordinated with regional hospitals. Financial stability is supported by a projected budget of 135,000 Euro funded through pilot fees and significant grants from local and regional authorities. Notably, the organizers state they will withdraw the bid if another candidate emerges to prioritize their long-term goal of hosting the 2029 Paragliding World Cup. The event schedule features seven contest flying days supported by advanced live tracking and scoring systems.

The proposed championship is scheduled for July 22 to August 4, 2028, following a test event in July 2027. This joint initiative between the Portuguese and Spanish aeronautical federations aims to utilize the Serra do Larouco region, known for its reliable thermal conditions, lack of restricted airspace, and diverse take-off options. The bid includes a 250,000 euro budget supported by local municipalities and entry fees, with plans to upgrade road access and launch areas across the border. Logistics will accommodate up to 150 pilots, providing comprehensive transport, retrieval services, and live tracking. Safety is a primary focus, with coordinated medical and rescue services from both nations and a dedicated meteorological team. The event headquarters will be located in Montalegre, Portugal, utilizing existing multipurpose facilities to manage competition operations and media coverage.

The proposal outlines a comprehensive plan to host 130 pilots in the mountainous region of Tapalpa, leveraging the area's consistent November weather and established flying infrastructure at the Gravedad Cero and La Ceja launch sites. Organized by an experienced team led by Miguel Gutiérrez, the event features a 560 Euro entry fee and includes full logistical support such as live tracking, transportation, and dedicated emergency medical services. The bid is strongly backed by local and state tourism authorities, highlighting Tapalpa’s status as a Pueblo Mágico with sufficient hotel capacity and proximity to Guadalajara International Airport. A test event is scheduled for November 2027 to ensure site readiness and organizational coordination before the main championship. The total projected budget is approximately 139,557 Euros, funded through pilot fees and anticipated government grants. This championship aims to reinforce Mexico's position as a premier destination for international paragliding competitions while showcasing the region's cultural and natural heritage.

The proposal outlines a plan to host up to 130 pilots in the Zhetysu region, utilizing the Alga Paragliding Club's extensive experience with previous Category 1 and 2 events. The competition will feature two primary launch sites at 800 and 200 meters, supported by a comprehensive logistics framework that includes pilot transport, retrieval services, and live tracking. A mandatory test event is planned for June 2025 to validate the site's suitability and the organizational safety management plan, which includes on-site medical teams and helicopter rescue availability. Financial projections estimate a total expenditure of 51,450 EUR, funded primarily through pilot entry fees and local government support. The bid highlights Tekeli's favorable June weather conditions and established infrastructure as key rationale for selection.

This document outlines Montenegro's official bid to host the 10th FAI European Paragliding Accuracy Championship in Budva in 2028. The proposal highlights the technical suitability of the Brajici launch site and the Becici beach landing area, which provide the reliable meteorological conditions required for high-level accuracy competition. It emphasizes the extensive experience of the local organizing committee and the Aeronautical Federation of Montenegro in managing international paragliding events. The bid includes detailed logistical arrangements for athlete accommodation, transportation from major airports, and the provision of technical infrastructure. By hosting this championship, Montenegro aims to promote the growth of paragliding in the Balkan region and showcase Budva as a premier destination for aerial sports. The bid concludes with a commitment to maintaining FAI standards and ensuring a professional environment for all participants.

The bid proposes hosting up to 150 pilots at the Golesh site, which features a 152-meter altitude difference and favorable wind conditions for accuracy landings. A preparatory Category 2 test event is planned for May 2027 to ensure organizational readiness and technical compliance with FAI standards. The financial plan anticipates a total expenditure of 74,175 Euro against revenues of 121,200 Euro, supported by pilot fees and government grants. Comprehensive logistics cover participant transport, medical rescue services, and accommodation at the nearby Hotel Holiday Resort. Safety is prioritized through mandatory insurance requirements, NOTAM issuances, and a coordinated communication strategy involving both radio and digital platforms. This proposal leverages the organizers' history of successful national events to establish Kosovo as a reliable host for international paragliding championships.

The proposed championship is scheduled for September 16 to 24, 2028, with a mandatory Category 2 test event planned for September 2027. The bid highlights the Shengjing Mountain Paragliding Site's extensive infrastructure, featuring two distinct takeoff points and a large, obstacle-free landing area supported by a newly planned meteorological station. Supported by the Aero Sports Federation of China and various government levels, the organizers have presented a balanced budget of approximately 47,000 Euros to accommodate up to 100 pilots. Logistics plans include dedicated transportation from Wuhan Airport, comprehensive medical coverage, and administrative assistance for international visas. The proposal emphasizes the venue's proven track record in hosting international competitions and its capacity to combine professional sporting standards with local cultural promotion.

The proposal outlines a comprehensive plan to host up to 150 pilots using the established Meckin Kamen launch sites, which offer reliable thermal conditions and unrestricted airspace. A test event is scheduled for August 2027 to ensure operational readiness before the main competition in 2028. The organizing committee, led by Event Director Ivan Lukanov, leverages significant experience from previous Category 1 events held at the same venue. Safety measures include on-site medical teams, mountain rescue, and helicopter evacuation support from Skopje. Financial sustainability is projected through pilot entry fees of 650 Euro, supplemented by local grants and sponsorships. The bid emphasizes Krushevo's proven track record and its capability to provide a high-quality, safe competition environment for international hang gliding.

The proposal, supported by the Argentine Free Flight Federation and local government authorities, outlines a competition for up to 120 pilots at the San Jorge Flying Club using tow winch launches. Scheduled for May 1 to 11, 2028, the event will be preceded by a Category 2 test event in May 2027 to ensure organizational readiness. The venue offers stable weather conditions and comprehensive facilities, including a north-south runway and dedicated airspace managed by national aviation authorities. Logistics plans include transport links from major international airports and a variety of local accommodation options for participants. Financial sustainability is backed by a mix of pilot entry fees and significant government and private sponsorship. Mandatory insurance requirements and a detailed competition schedule are also established to meet FAI Category 1 standards.

Steven Pearson is nominated for the FAI Hang Gliding Diploma for his extensive contributions as the head of design and engineering at Wills Wing from 1977 to 2021. During this period, he oversaw the development of 118 distinct hang glider models, resulting in the production and sale of over 27,000 units. His work spans the technological evolution of the sport, moving from early Rogallo derivatives to sophisticated high-performance flying wings. Notably, Pearson designed the first glider to achieve a 300-mile flight as well as the aircraft currently holding the world record for open distance cross-country flight. This nomination highlights his leadership in flight achievement and his role in advancing hang gliding technology over four decades.

This proposal from the Slovenian NAC, submitted for the 2026 CIVL Plenary, seeks formal recognition for individuals who provided critical assistance during the World Paragliding Championship. The document highlights that several incidents and accidents occurred during the event, necessitating significant sacrifice and effort from fellow pilots and officials. Consequently, the Slovenian NAC recommends that the FAI grant the Diploma for Outstanding Airmanship to seven specific nominees from various countries. The list of proposed recipients includes Ulysse Joly, Gerhard Steinberg, Ivan Colas, Shauin Kao, Leozin Santos, Igor Eržen, and Nicholas Greece. This award aims to honor their exemplary conduct and support during these tragic events. By recognizing these individuals, the proposal emphasizes the importance of airmanship and mutual aid within the competitive paragliding community.

The Athletes Working Group (AWG) was created to align FAI governance with international standards by providing a structured voice for athletes until a formal Athletes’ Commission is established. Composed of representatives nominated by individual Air Sport Commissions for two-year terms, the group serves as a consultative body to the General Conference and Executive Board. Its primary duties include advising on competition conditions, anti-doping, safety, and integrity while facilitating dialogue between athletes and FAI leadership. The AWG is accountable for submitting annual reports on its activities and recommendations to ensure transparency and sustainable growth in air sports. Implementation began in late 2025, with the inaugural meeting scheduled for mid-2026 following the appointment of representatives from various disciplines. This initiative aims to strengthen athlete trust and enhance the FAI's credibility within the global sports movement.

Effective October 2025, this policy provides a standardized protocol for handling serious injuries or fatalities during FAI-sanctioned Category 1 air sports events. It defines specific responsibilities for key personnel, including the Event Director's authority over event continuation and the Team Manager's role in notifying next of kin. Immediate procedures focus on securing the scene, preserving evidence, and coordinating with emergency services while maintaining strict confidentiality and respect for those involved. Communication protocols mandate a single spokesperson and strictly prohibit the release of victim identities or speculative information to the media or social platforms. Organizers are required to submit a formal incident report to the FAI within 24 hours to ensure administrative follow-up and data collection for safety improvements. Finally, the policy outlines insurance requirements and a mandatory post-event debrief to refine future safety protocols.