Regulatory Authority: The Stewards shall retain ultimate jurisdiction over all on-track incidents, driver conduct, and the application of sporting penalties during the Season 5 Championship. Notwithstanding anything contained in these rules, the Stewards have ultimate jurisdiction and discretion to do whatever they want and see fit.

Deviation from Standard Regulations (Penalties): The F1 Lads League features a grid of drivers with significant variances in pace and skill level. Consequently, standard time penalties are often rendered ineffective, as faster drivers may easily build sufficient track gaps to negate the penalty. To ensure equitable administration of justice, the Stewards shall heavily favour the application of Position Penalties (post-race classification drops) over Time Penalties to guarantee that at-fault drivers suffer a tangible loss of points.

Application of FIA Racing Standards: Notwithstanding Article 1.2, all on-track racing conduct, incident reviews, and appeals shall, wherever possible, be evaluated and interpreted with direct reference to the established sporting principles, racing regulations, and precedents of the real-world FIA Formula One World Championship (e.g., leaving a car's width, track limits, and rules of engagement), except where expressly contradicted by these League Regulations or otherwise determined at the sole discretion of the Stewards.

Composition and Recusal of the Stewards: The Stewarding panel shall be exclusively comprised of three (3) active drivers: Mapa, Nuwie G, and Sahan. To preserve the integrity and impartiality of the sporting process, any Steward who is directly involved in an on-track incident under review must immediately recuse themselves from the deliberation and ruling of that specific incident. However, in the extraordinary event that all three (3) Stewards are concurrently involved in the same incident, the recusal requirement shall be waived, and all Stewards shall retain their voting and disciplinary authority to ensure a resolution is reached.

Application of Sanctions: To ensure immediate sporting fairness and long-term driver accountability, actionable incidents reviewed by the Stewards shall generally incur two concurrent sanctions: a Sporting Penalty and Penalty Points.

Sporting Penalties: A position drop applied to the final race classification to negate any unfair advantage gained during the incident.

Penalty Points: Between one (1) and three (3) Penalty Points shall be endorsed on the offending driver’s Super License. The precise allocation shall be determined by the Stewards based on incident severity.

The DNF Baseline: To ensure post-race penalties maintain material impact regardless of a driver's finishing status, any driver who Does Not Finish (DNF) or Retires from the session shall be formally classified in 10th Place exclusively for the purpose of post-race penalty calculations.

Championship Point Deductions: If a post-race Position Penalty drops a driver below 10th Place in the classification, the penalty shall automatically convert into a direct deduction of Championship Points. These deductions are uncapped and shall apply equally to both the Driver's Championship and the Constructor's Championship standings.

Application of Deduction Values: Point deductions shall be calculated based on the official points table for the applicable session type (Sprint or Feature Race). The deduction scale shall be applied sequentially under the following mandatory mechanism:

• a) A demotion of one (1) position below 10th Place (11th) shall incur a deduction equal to the points awarded for 10th Place.
• b) A demotion of two (2) positions below 10th Place (12th) shall incur a deduction equal to the points awarded for 9th Place.
• c) This sequential correlation—wherein the n-th position demotion below 10th Place incurs a point deduction mirroring the points awarded for the n-th position counting sequentially upward from 10th Place—shall apply in perpetuity for all subsequent position drops.

The License Threshold: Any driver who accrues twelve (12) Penalty Points on their Super License during the season shall trigger an immediate suspension of standard racing privileges for the subsequent race weekend.

Mandatory Sanctions: The penalised driver is strictly prohibited from participating in any session of the immediately following race weekend.

License Reset: A driver’s Super License Penalty Points shall only be reset to zero (0) upon the full execution of the sanctions outlined in Article 4.2.

Extraordinary Offenses: The Stewards reserve the absolute right to bypass the standard provisions of Article 2 and Article 3 in instances of grossly unsportsmanlike conduct.

Punitive Action: Intentional collisions, malicious driving, or deliberate attempts to exploit the penalty framework shall result in immediate Disqualification (DSQ) from the race classification and severe discretionary point deductions.

Incident Referrals: Drivers or Team Principals must submit all incident referrals within twenty-four (24) hours of the commencement of the Race Weekend via Discord. Submissions must include a brief description and clear onboard video footage of the incident. Without onboard footage, the incident will not be assessed by the Stewards. Additional supporting evidence (e.g., telemetry) may also be provided.

Hearings: In the interest of efficiency, the Stewards may elect to conduct verbal hearings in lieu of requesting formal written submissions.

Publication of Decisions: The Stewards shall issue concise, definitive rulings. The Stewards are under no obligation to provide extensive written reports for standard racing incidents.

The Appeals Process: Drivers and Constructors are entitled to one (1) appeal per issued decision. The Stewards reserve the right to apply further sporting penalties for vexatious, baseless, or retaliatory appeals.

These Regulations adopt the FIA Driving Standards Guidelines as updated for the 2025 Formula 1 World Championship, with such modifications as are necessary to reflect the operation of the F1 Lads League.

These Regulations are guidelines intended to make clear to drivers how the Stewards will judge incidents on track. They are discretionary in nature: the F1 Lads League Penalty & Stewarding Framework, and the Stewards' ultimate discretion under Article 1.1 of that Framework, supersede them.

The Stewards will take into account the physical context of any incident — including whether a driver could reasonably have seen or anticipated a move, dive-bomb incidents, the corner's physical layout, and whether understeer or oversteer played a role.

Where an overtaking driver has priority, it is the responsibility of the defending driver to avoid a collision or forcing-off of the overtaking driver.

Definition: Overtaking on the inside of a corner means the attacking driver has positioned their car on the side of the track to which the defending driver needs to turn — i.e., alongside on the right heading into a right-hander, or alongside on the left into a left-hander.

Entitlement to Racing Room: To be entitled to racing room from the defending car when overtaking on the inside, the attacking driver must:

• (a) have its front axle at least alongside the mirror of the other car prior to and at the apex of the corner;
• (b) be driven in a fully controlled manner, particularly from entry to apex, and not have "dived in"; and
• (c) in the Stewards' estimation, have taken a reasonable racing line and been able to complete the move whilst remaining within track limits.

No Longer Required to Give Room on the Exit: When overtaking on the inside, the attacking driver is no longer required to give room to the overtaken car from the apex through to the exit of the corner, provided the attacking driver is in control and within track limits.

Definition: Overtaking on the outside of a corner means the attacking driver has positioned their car on the side of the track opposite to that to which the defending driver needs to turn. It typically requires a meaningful pace or grip advantage, as well as some cooperation from the driver being overtaken.

Entitlement to Racing Room: To be entitled to space through the corner, including the exit, when attempting to overtake on the outside, the attacking driver must:

• (a) have their front axle ahead of the front axle of the defending car at the apex of the corner;
• (b) be driven in a controlled manner from entry, to apex, and to exit; and
• (c) be able to make the corner within track limits.

Defender Sufficiently Ahead at Apex: If the defending car is sufficiently far ahead at the apex (i.e., the attacking driver does not have their front axle ahead of the front axle of the defending car at the apex of the corner), the attacking driver is not entitled to be given space through the rest of the corner, including the exit.

The same rules apply throughout any corner type, including chicanes and esses. A driver may switch from an outside position to an inside position (or vice versa), and the rules applicable to each type of corner will apply for each corner negotiated.

Generally, priority will be given to the first corner element. The word "generally" has been added here to acknowledge that, in some (probably rare) situations, the attacking driver may be able to execute a fair and safe overtake on the second turn, even if behind on the first.

One Direction Change on a Straight: A defending driver is not permitted to change direction more than once along a straight.

Move Back Toward the Racing Line: If a driver moves to defend their position by moving off the racing line, the move back toward the racing line is expected to leave at least one car's width between the edge of their car and the edge of the track on corner approach.

No Direction Change Once Braking Has Commenced: Once the deceleration phase has commenced — i.e., when the defending driver hits the brakes — there must be no change of direction except to follow the racing line.

Reactive Defending: A defending driver is not permitted to wait for the attacking driver to commit to a side and then move in reaction to that commitment in a manner that blocks, squeezes, or forces evasive action by the attacking driver. The defending driver is expected to select a defensive line in advance and commit to it.

No Crowding Off the Track: Crowding a car beyond the edge of the track is prohibited.

Running Wide into Run-Off: Should either driver run wide into the run-off area, maintaining racing speeds is not acceptable. While rejoining, the driver must not force cars on track to have to change speed or their line in order to accommodate them.

Safe Rejoin and No Lasting Advantage: A driver who leaves the track must rejoin safely and must not gain any lasting advantage.

Opportunity to Give Back Advantage: Where an advantage is gained by going off-track, the driver who gained the advantage will be given a short opportunity to give the advantage back. This is at the discretion of the Stewards.

For a car defending against an attacker, leaving the track or cutting a chicane while rejoining in the same position can be considered as having gained a lasting advantage, and the position should generally be given to the attacker.

It is the sole discretion of the Stewards to determine whether the defending driver was in fact "defending a position" at the time of the incident, or had simply made an error of their own while driving in front of another car.