She was certified on Tuesday. She will likely be doing some of the
towing (and scorekeeping and pilot retrieval at the flight park) at the upcoming
competitions.

She writes:

In the USA, in order to become a tug pilot and tow hang gliders
and/or sailplanes, a private pilot has to receive the Tow Endorsement, which in
turn requires to have a minimum of 100 hours of airtime as a pilot in command in
the same category aircraft used for towing plus receive ground and flight
trainings from an authorized instructor. I've got the hours and I've received a
lot of training. Now I am officially a tug pilot.

Andrey and I are really lucky here at Quest: Many of the best US Dragonfly
instructors and tug pilots are here now: Bob Bailey, Jon Thompson, Rhett
Redford, Jim Prahl, Mitch Shipley plus there are many experienced hang glider
pilots I could practice on.

Towing is easy, but still there are so many nuances, which make it all so
interesting! I want to tow during some hang gliding comps. This is where the
fun begins.

In the photo I am towing Bobby Bailey. Nine years ago he towed me here for the
first time. Yes, Bobby still flies hang gliders, and after release he rocks with
aerobatics and lands in the spot right in front of the admiring spectators.

Gary Osoba writes:

When the FAA decided to create the Light Sport Aircraft category
(where the Dragonfly resides) they invited private sector input via an industry
working committee who would recommend the nature of regulation and actively work
with the FAA to effect reasonable regulations. There was no longer a choice of
no regulation, so the best option was to make sure the regulation properly
reflected real world conditions and safety concerns without undue government
interference.

There were a handful of us invited to participate on the working committee -
originally chaired by Charles Pate, who was then chief of single engine
production for Cessna, now retired. One of the things I chose to work on
specifically as the only member doing so was the towing arrangements, because in
the original FAA proposal there were not regulations that would allow the
interface of newly regulated LSA aircraft with non-regulated aircraft (hang
gliders and paragliders) as in a towing operation.

I pushed hard for this, wrote and rewrote sensible requirements, and the FAA
finally allowed it after much interchange, debate, and difficulty. If it had not
gone that way, the towing of hang gliders would have ended with the adoption of
the LSA criteria.

On a related note, I recently offered to help Bobby Bailey design a version of
the Dragonfly which could tow both hang gliders and paragliders. This would open
up paraglider flight to existing aerotow flight parks and no doubt create many
new ones as well. It would take someone with a monetary stake in paragliding to
sponsor Bobby's build in this regard. I like Bobby very much and would enjoy
working with him.