The game of stretching lines to the limit of legality to squeeze a few tenths of glide out of the final sprint is over. In a forceful decision that redefines the rules at the top level of competition, CIVL and PWCA have reduced trim tolerance from the traditional 20 mm to a strict 10 mm.
This measure, already in force for the 2026 season, is not limited to the CCC class. The big surprise came from Great Britain’s proposal at the last CIVL Plenary, approved by an overwhelming majority of 43 votes to 2: the restriction now extends to the two-liners of the Serial (EN-D) and Sport (EN-C) classes used in competition.
The root of the problem: trim tolerance as a “phantom speed bar”
The original tolerance margin on a paraglider’s lines was never designed to provide extra speed. Its real purpose has always been purely mechanical: to absorb the natural stretching or shrinking of Kevlar and Dyneema between inspections and re-trims.
However, competitive instinct led many pilots to exploit those 20 mm to trim their wings noticeably faster than the factory model. The result in the air was obvious: pilots flying strictly certified configurations watched identical wings overtake them on full-bar transitions. This created discontent and, above all, dangerous pressure. To stay in the lead group, many felt forced to compete with overly aggressive set-ups.
Safety vs. dynamic energy
From an aerodynamic point of view, flying a wing outside its certification values profoundly alters its behaviour in the event of an incident.
- More stored energy: a faster trim than designed increases the kinetic energy of the profile.
- More violent reactions: in the event of a massive collapse at high speed, the wing’s dynamic response during reinflation is much more aggressive, increasing the risk of cravats or cascading stalls.
- Technical control: keeping the wing within the 10 mm tolerance ensures that its reactions in turbulence resemble those validated by the test pilot during certification.
Note for designers: this rule does not hold back development. If a manufacturer shows that a profile is safe and performs better with a faster base trim speed, it is free to certify the wing with those values. What is prohibited is for pilots to arbitrarily alter that factory signature.
A change with no exceptions or grace periods
As a structural safety measure, CIVL has refused any form of grandfathering for CCC wings or older-generation two-liners currently in use. The rule applies uniformly and without exception to guarantee fairness on launch.
Data from the first major events of the year — two World Cup events and the Superfinal — already reflect the impact of the rule. The usual suspects, those pilots who stand out for their reading of lift lines and their finesse on the controls, are still at the top of the rankings. The real difference is that the pack now flies on a more level playing field, with an extra safety margin when conditions turn severe.
Real performance once again depends on hands and head, not on line millimetres.
+Info: pwca.org
