red sky yacht

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Red Sky is a custom sailing yacht launched in 2003 by Nautor's Swan.

Red Sky measures 30.21 metres in length, with a max draft of 4.12 metres and a beam of 7.06 metres.

Red Sky has a GRP hull with a GRP superstructure.

German Frers is an Argentinian company responsible for naval architecture and engineering, producing designs considered to be some of the most aesthetically pleasing currently on the water.

Her interior design is by Nautor's Swan.

Red Sky also features naval architecture by German Frers.

Performance and Capabilities

Red Sky has a fuel capacity of 2,500 litres, and a water capacity of 1,720 litres.

Accommodation

Red Sky accommodates up to 6 guests . She also houses room for up to 4 crew members.

• Yacht Builder Nautor's Swan No profile available
• Naval Architect German Frers No profile available
• Exterior Designer German Frers No profile available
• Interior Designer Nautor's Swan No profile available

Yacht Specs

Other nautor's swan yachts, related news.

RED SKY Oy Nautor Ab (Nautors Swan)

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RED SKY has 45 Photos

Red Sky News

Regular pre-Caribbean prep for 100′ ...

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A General Description of Sailing Yacht RED SKY

This sailing yacht RED SKY is a 30 metre 100 (ft) well sized composite ship which was at Oy Nautor Ab (Nautors Swan) and conceived in the office of German Frers. Sleeping 6 guests and 4 qualified crew, sailing yacht RED SKY used to be (Swan 100). The naval architect which delivered this yacht's design work with respect to the yacht was German Frers. Moreover, her interior design was sucessful creation of Nauta Yachts.

Building & Naval Architecture for Luxury Yacht RED SKY

German Frers was the naval architect involved in the technical vessel composition for RED SKY. Her interior design was conceived by Nauta Yachts. German Frers is also associated with the yacht general design work for this yacht. Finland is the country that Oy Nautor Ab (Nautors Swan) built their new build sailing yacht in. After the formal launch in 2003 in Pietersaari she was thereafter passed over to the yacht owner having completed sea trials. The core hull was constructed with composite. The sailing yacht superstructure is fabricated for the most part with composite. With a width of 7.06 m / 23.15 ft RED SKY has reasonable size. She has a deep draught of 4.02m (13.19ft).

Range & Speeds & Engineering Figures For S/Y RED SKY:

Fitted with one PERKINS-SABRE diesel main engines, RED SKY will reach a maximum speed of 12 knots. Connected to her Perkins-Sabre engine(s) are a single screw propeller. Her total HP is 265 HP and her total Kilowatts are 195. As for thrusters she was fitted with Sander.

Guest Accommodation Aboard Superyacht RED SKY:

The good sized luxury yacht S/Y RED SKY can sleep up to 6 passengers in addition to 4 crew members.

A List of the Specifications of the RED SKY:

Miscellaneous yacht details.

This sailing yacht has a teak deck.

RED SKY Disclaimer:

The luxury yacht RED SKY displayed on this page is merely informational and she is not necessarily available for yacht charter or for sale, nor is she represented or marketed in anyway by CharterWorld. This web page and the superyacht information contained herein is not contractual. All yacht specifications and informations are displayed in good faith but CharterWorld does not warrant or assume any legal liability or responsibility for the current accuracy, completeness, validity, or usefulness of any superyacht information and/or images displayed. All boat information is subject to change without prior notice and may not be current.

Quick Enquiry

"What I try to achieve when designing any kind of boat is to do something which is fast and good looking. That is to say, the whole thing is well proportioned and has grace regardless of the size and type. A boat that is responsive, gracious and has character." - German Frers

FARANDWIDE (FAR AND WIDE) | From EUR€ 46,000/wk

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The coolest red superyachts on the water

This month BOAT International celebrates its ruby anniversary – that's 40 years in print – and to mark the occasion, we take a look at some of the boldest ruby-red superyachts on the water... 

Builder: Bilgin Yachts Length: 80m Delivery Year: 2023

Leona's crimson hull comes from Antalya-based Unique Yacht Design , marking the ninth collaboration between the shipyard and the British design studio. She’s colloquially called “the Red Bullet” thanks to her svelte profile and pointed bow. An extravagant beach club pool is worth noting, flanked by Greek statues sitting on water outlets and rigged with overhead fibre optic lights to give the appearance of the night sky.

Builder: Rossinavi Length: 59.4m Delivery Year: 2023

Akula is Rossinavi’s first-ever explorer yacht. Ice-classified, she sports a stand-out scarlet hull and white aluminium superstructure designed by Gian Paolo Nari . Her layout is specifically designed to support marine research and philanthropic projects, including storage for various diving equipment and two six-metre containers that can act as transportable science labs. No matter where her adventures take her, she is sure to stand out.

Highland Fling XVIII

Builder: Gunboat Length: 24.7m Delivery Year: 2023

Highland Fling XVIII is expected to be one of the fastest in its size bracket and, as such, a racing-red hull seemed an appropriate fit. The first unit in the flagship Gunboat 80 series, this semi-custom model carves a striking scarlet silhouette in the water and is capable of exceeding true wind speed at just six knots. Highland Fling XVIII is currently undergoing sea trials in La Grande Motte, France, joined by her racing team who plan to put her performance to the test. Her racing debut is anticipated for September 2023 at the Maxi Rolex Cup in Porto Cervo.

Quinta Essentia

Builder: Admiral - The Italian Sea Group Length: 55m Delivery Year: 2016

This cream and burgundy palette is a more modest entry courtesy of Dobroserdov Design . Quinta Essentia's distinctive hull and superstructure details are inspired by the owners’ love for Tuscany’s wine region, specifically the deep shade of red created when swirling Merlot in a glass. There are further odes to Tuscany in the olive-coloured bedroom silks and subtle décor motifs of grapes, leaves and trees.

Builder: Mondomarine Length: 49.2m Delivery Year: 2016

Milanese studio Hot Lab delivered a masterclass in maximalist design with Ipanema . Her cherry-red hull goes hand in hand with a decadent interior, finished with varnished wall panelling, loud bas-reliefs, and ruched curtains. More than a dozen types of marble were used in the creation of this superyacht, including white onyx and Ming green. 

Builder: Cheoy Lee Length: 46m Delivery Year: 2012

Avalon is one of two Transocean Explorer models built by Chinese shipyard Cheoy Lee. What sets Avalon apart from sistership Dorothea III is her eye-catching paint job, with identical pops of colour found in the Biminis, sun pads, and sofa cushions on the sundeck. Under previous ownership (when she was known as Qing ) the colour was even brought inside, paired with other sunset hues. 

Builder: Liman Length: 40.6m Delivery Year: 2014

Formerly known as Artpolars , Oktamar's bold exterior is rivalled only by her own interior decor, courtesy of FR Design and the owner’s eccentric tastes. “[The owner] bought a mountain of marble, a football field of leather, [and] a large selection of golden bath accessories,” explained Jaron Ginton of Ginton Naval Architects . “It may not be the most economical way of choosing, but you do get the desired result.” 

Builder: Baltic Yachts Length: 35.5m Delivery Year: 2015

Sailing yacht Doryan boasts features typically seen in high-performance racing yachts, including a narrow profile, a carbon hull and foam-cored joinery. Nauta Yachts collaborated with Judel/Vrolijk on the exteriors, with the flushed finish explained by the owner’s love of supercars – specifically, the metallic red of his father’s favourite Lamborghini. “She’s a beautiful lady […] a real granturismo,” said Mario Pedol of Nauta Yachts. 

Builder: AB Yachts Length: 30.5m Delivery Year: 2023  

Launched in April of this year, AB100 is the latest unit in AB Yachts’ Sportfly series. The bold hull was designed in-house and features a sporty profile meant to evoke a traditional Formula 1 racing car. With triple caterpillar engines, AB100 lives up to its hot-rod exterior by reaching eye-watering speeds of 50 knots. An unexpected addition to this high-octane model is the integrated Jacuzzi found at the bow, complete with protective awnings.

Builder: Nautor Swan Length: 30.2m Delivery Year: 2003

Red Sky holds the title of the only Swan 100 RS model ever made. Affectionately called “the Red Sled” among crew, according to ex-skipper Ryan Hanger, her hull is painted in a shade known as “Cardinal Red”. This sailing yacht spent two decades cruising New England, the Chesapeake and the Caribbean, and has also made several transatlantic crossings, all with only a four-man crew. According to BOAT Pro , she was most recently spotted near Prudence Island in the United States.

Builder: Sarp Yachts Length: 26m Delivery Year: 2022

Edge's exterior and interiors were appropriately designed by Red Yacht Design , who picked the shade “Porsche Guards Red” for the hull. With a car-inspired helm station on the flybridge and reflective windows so cleanly flush that you might never guess they’re really doors, the design’s automotive inspiration is clear. The black superstructure and robust lines boost the motor yacht’s sporty look. 

Builder: Perini Navi Length: 45.3m Delivery Year: 2007

Owned by Formula One's Eddie Jordan, Blush is the only sailing yacht in the shipyard's fleet to feature a dark red hull – officially a shade of "Merlot". She was designed by award-winner Ron Holland and her acoustic engineering allows her to keep quiet across all areas of operation. A family-friendly build, Blush's master cabin can be divided in two via a mahogany wall panel, adapting the space into a fifth cabin if needed. Blush is available for charter with Camper & Nicholsons .

More about this yacht

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• SPECIFICATIONS

As hull No. 1, Red Sky was the Swan 100’s dawn. Back in 2003, when this cardinal-red hull was launched, it was designer German Frers’ and Finnish master builder Nautor AB’s singular goal to set the bar for creature comforts and speed in a semi-production boat of that era.

“I remember doing a delivery, on the way back from Bermuda, and we got into some heavy weather in the Gulf Stream,” says Chris Clarke, one of Red Sky ’s past skippers. “I was the first mate at the time and I admit I was freaking out in the forward cabin. Finally, one of the watch captains came up to me and said, ‘You do realize this is a Swan. You would break waaay before this boat would.’”

That bit of tough love was enough to settle Clarke’s nerve and then open his imagination to the performance potential of Red Sky . “In those conditions, you felt like you were driving a big dinghy. This was an all-luxury hundred-footer, doing 14 and 1/2-knots with just a storm tri and staysail,” says Clarke. “It was amazing.”

In 2018, after 15 years of solid service in and around the East Coast, including a Transatlantic crossing, cruising in New England, the Chesapeake, and the Caribbean, Red Sky was losing a bit of her crimson luster. It was time, says Clarke, to upgrade her major systems and ready the boat for sale. Red Sky needed a new engine, generator, and deck, as well as improvements to her standing rigging, propeller, and other systems.

Clarke, who was the captain of Red Sky during the refit, says he found Lyman-Morse to be not only a full-service boat yard, but one filled with great minds capable of doing anything. And what Clarke truly appreciated about the facility was the family feel.

“I always felt at home. I could bring up any issue,” he says.

One of the trickiest problems, he recalled, was the thickness of the retrofitted decks. The new teak decking came in with a few extra millimeters of thickness over the old deck. That sliver of an inch was just enough to raise the deck above Red Sky ’s existing hatches. That would not do; Red Sky , like most Nautor Swans, calls for strictly flush through-decks. So, Lyman-Morse Project Manager Howard Myers and his team found a way to remove the existing hatch lenses, space them accordingly and then re-glaze the safety glass back into place. “Because we changed the thickness of the original deck,” says Myers, “We needed to reset the height of the glass lenses so everything was planar on the new deck. Getting things back to proper elevation can be a significant challenge in a deck replacement job.”

The result? An elegant, if a bit thicker, teak deck that was as perfectly flush as any Swan boat on earth.

The overall enthusiasm for Red Sky is not lost on her current crew. “People call her the red sled,” says Ryan Hanger, the vessel’s present skipper, who’s working with the yacht’s owner and broker to keep Red Sky fully staged for the sales process . “She’s gorgeous. She has beautiful lines. She sticks out in the mooring field. Everybody wants to go for a ride on her.”

Scroll down for a photo essay of all the major work done as Red Sky found her way to a new dawn. Enjoy!

Specifications

• draft 13'2"
• fuel capacity 661 gallons
• water capacity 454 gallons
• type Sailing
• designed by German Frers
• builder Nautor's Swan
• model Swan 100
• hull material Composite
• location Newport, RI
• boat engine Cummins QSB6.7-M
• horsepower 305

2018-19 Refit

Previous Red Sky Refit Projects

2015-16 systems overhaul and maintenance.

• Top end re-build of main engine
• Clean, polish and Permanon mast, boom, deck and hull
• 5-year service on Hundested system
• New shaft seal
• New cutlass bearings
• Prep and coat bottom with Interlux Ultra black
• New coating of PropSpeed on shaft and prop
• Load tested all battery banks
• New start batteries
• Design, build and install new hot water manifold
• New exhaust hoses
• New gray water hoses
• New black water hoses
• New fuel line hoses
• New sea chest hoses
• New supply and discharge hoses for A/C pump
• New accumulation tank
• New Racor System
• New water filters
• Re-certified all fire extinguishers and fire suppression system in engine room
• Tender overhaul: re-build alternator, re-build fuel pump, clean fuel tank, replace water temp. sender, clean and touch up paint engine
• New engine drive emergency pump
• Service and clean all gray water sumps
• Clean all air conditioning air handlers
• New WiFi antenna
• New starting battery bank charger
• Service all thru-hulls
• Inspect and service all bilge pumps

AUTUMN 2014

• New Hot Water Tank
• Permanon Deck and Hull
• New bearings in Anchor deployment arm

AUTUMN 2013

• Pre-Caribbean prep:
• Fresh bottom paint (Interlux Ultra Black)
• Polish and protect prop and shaft with Prop Speed antifouling epoxy, refresh all zincs.
• High gloss waxing of hull

AUTUMN 2011 – SPRING 2012 – 8-Month Major Refit

• Paint hull, deck, mast, boom and garage
• Replace generator with new PTO bracketsAll new batteries – 24 x 12V Batteries
• Varnish all soles, most interior, wheels, cockpit table, flagpoles
• New teak installed around most deck hatches
• New running rigging
• Standing rigging pulled, die-tested, inspected and re-headed by Navtech
• Full maintenance on Hundested propeller
• Remove shaft, polish, replace cutlass bearings
• Major electronic wiring
• New helm station panels designed and built
• New main and jib
• New rope lighting in cockpit, salon, helm station
• Refurbish jet tender – paint job, rebuild engine
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Moscow Boat Tour

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Description

See all the gems of historical and cultural center of the capital in short time and without traffic jams or tiresome walking.

Depending on the itinerary and duration of the Moscow River boat trip, the tour can be 3 or 5 hours.

Highlights of the tour

• St Basil’s Cathedral;
• Stalin skyscraper on Kotelnicheskaya (Tinkers) embankment;
• The Kremlin;
• “House on the Embankment” Stalin skyscraper;
• Monument to Peter I;
• The Central House of Artists;
• Christ the Savior Cathedral;
• Gorky Park;
• Moscow State University;
• Russian Academy of Sciences;
• Luzhniki stadium;
• Novodevichy Monastery;
• Kiev railway station;
• Europe Square;
• Moscow City Hall;
• Government House;
• Expocentre Exhibition Complex;
• and other famous sights.

You will learn about the different epochs of the city from the foundation in 1147 till Soviet times of 20 th  century.

Moscow River

Moskva river has the form of a snake and is the main waterway of Moscow, consisting of a cascade of reservoirs. Within the city, Moskva river is 80 km long, 120 m - 200 m wide and up to 14 m deep. The narrowest part of the river is the Kremlin area in the city center, and the most extensive is around the Luzhniki Stadium in the south. 

Bridges in Moscow

Undoubtedly, bridges and embankments are among the most scenic spots and main attractions of Moscow. Plus, they are so romantic.

• Bolshoy Kamenny Bridge –  Great Stone Bridge –  is the main bridge of Moscow . The first stone bridge was constructed here in the 17th century.
• Patriarshy Bridge  is one of the youngest pedestrian bridges, built in 2004. The bridge connects the iconic Christ the Saviour Cathedral with funky Bersenevskaya embankment, extremely popular place among locals for its trendy art galleries, cafes and panoramic views. Patriarshy Bridge used to be a shooting location for ex-Russian President Dmitry Medvedev's New Year speech to the nation.
• Borodinsky Bridge,  erected in honor of the 100th anniversary of the glorious victory in the Battle of Borodino (which every Russian kid knows about), a fierce legendary battle during the Russo-French war of 1812.
• Bagration Bridge  one of the  pedestrian bridges with most picturesque views of the Moskva River with its numerous upper-level observation platforms. The bridge was erected to celebrate the 850th anniversary of Moscow city in 1997.
• Krymsky Bridge  used to be in Top 5 Europe’s longest bridges some 100 years ago. The bridge got its name after the ancient Krymsky ford which Crimean Tartars used to invade Moscow in the 16 th  century.

Embankments of Moscow

Moscow river boats 37 embankments, the most popular being Kremlevskaya, Sofiyskaya, Pushkinskaya, Vorobyovskaya and Kolomenskaya.

You can get the most spectacular views of the Kremlin from  Kremlevskaya and Sofiyskaya embankments.

• Pushkinkaya embankment  is the most romantic in Moscow. It meanders along Gorky Park and Neskuchnyi garden and is rich for all kinds of entertainment as well as cozy nooks, including Olivkovy beach, the famous Zeleny theater as well as a pier for river cruisers.
• Vorobyevskaya embankment  is part of Sparrow Hills nature reserve. This place opens a beautiful panorama of the river and city from the observation deck and is considered to be the place for taking serious decisions in life.
• Embankment in Kolomenskoye  Museum-Reserve has a special charm due to its peculiar geographical relief. The boat trip around Kolomenskoye would be the most peaceful in your life.
• Taras Shevchenko embankment  is popular among photographers for its modern Moscow City skyscrapers. Highly recommended for your night boat trip.
• Embankments of Moscow are the pride of the capital. A distinctive feature of each of the promenades is its architecture and beautiful views. In addition, almost all the embankments of Moscow have a rich history and a lot of notable buildings.

Different epochs

Taking a walk along the Moskva River by boat, you will witness the architecture of Moscow from different eras and styles. Archaeological studies indicate that already in the XI century there stood a fortified settlement on Borovitsky hill, which is now called the Kremlin. Little fortress could not accommodate all the residents of the rapidly growing city, and the Grand Duke ordered the construction of a new Kremlin, larger than the former.

Boat trip around Kolomenskoe Park

Moscow river boat trip starts from the pier Klenovy (Maple) Boulevard and provides reat views of Nicholas Perervinsky monastery.

Nicholas Perervinsky monastery was founded at the time of the Battle of Kulikov (1380). The monastery, got its name from the surrounding area – “Pererva”, which can be translated like “tear off” and because of the location –  here it abruptly changed its course, turning to Kolomna, standing on the opposite bank.

Nowadays Kolomenskoye is State Art, Historical, Architectural and Natural Landscape Museum-Reserve, which doors are open to everyone who wants to get in touch with the ancient history of Russia.

Take a break from the big city hustle in the shady parks and gardens of the Kolomenskoe Museum-Reserve. Don’t miss a wonderful Church of the Ascension and Tsar Alexey’s Palace in Kolomenskoye!

Monasteries and temples

• Novospassky Monastery
• Founded in the 13th century on the site where now is located the Danilovsky monastery. After a few decades, in 1330, Ivan Kalita moved the monastery onto the Borovitskii hill of the Kremlin. However, in the 15th century, Spassky Monastery again moved, this time to a more spacious place on Krasnoholmskaya waterfront.
• Church of St. Nicholas in Zayaitskom
• Erected in the middle of the XVIII century in baroque style. The building survived after the 1812 fire, but the utensils were destoyed. Parishioners collected donations and restored the temple on their own. In Soviet times, it was closed and re-opened only in 1992.
• Cathedral of Christ the Savior
• The church was originally erected in honor of the victory over Napoleon and was being under construction for long 44 years. Notoriously demolished in 1937 to be a giant swimming pool under open sky. The current building was constructed in 1990s. It is the tallest and one of the largest Orthodox churches in the world.
• The temple was built in 1679-82, during the reign of Tsar Fedor Alekseevich, in late Muscovite Baroque style and can be characterized as bonfire temple. Each gable is a symbol of a heavenly fire.
• Novodevichy Convent
• The most famous concent and monastery in Moscow, presumably founded in 1524. Novodevichy’s status has always been high among other monasteries, it was in this monastery where the women of the royal blood, the wives of Tsars and local rulers of Moscow were kept in prison as nuns.
• St. Andrew’s church  (male acts as Compound Patriarch of Moscow)
• St. Andrew’s church stands right on the slopes of the Sparrow Hills, on the way down to the Moskva River, on the territory of the Nature Reserve “Sparrow Hills”. The monastery is small in size but is very cozy. It’s situated in a quiet courtyard surrounded by temples, fruit trees and flowers.

What you get:

• + A friend in Moscow.
• + Private & customized Moscow river cruise.
• + An exciting pastime, not just boring history lessons.
• + An authentic experience of local life.
• + Flexibility: changes can be made at any time to suit individual preferences.
• + Amazing deals for breakfast, lunch, and dinner in the very best cafes & restaurants. Discounts on weekdays (Mon-Fri).
• + A photo session amongst spectacular Moscow scenery that can be treasured for a lifetime.
• + Good value for souvenirs, taxis, and hotels.
• + Expert advice on what to do, where to go, and how to make the most of your time in Moscow.

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RED SKY yacht NOT for charter*

30.5m  /  100'1 | nautor's swan | 2003 / 2019.

• Amenities & Toys

Special Features:

• 1,820nm range
• BV (Bureau Veritas) ✠1 3E/E Yacht C classification
• Sleeps 6 overnight

The 30.5m/100'1" sail yacht 'Red Sky' was built by Nautor's Swan in Italy at their Pietarsaari shipyard. Her interior is styled by design house Nautor's Swan and she was completed in 2003. This luxury vessel's exterior design is the work of German Frers and she was last refitted in 2019.

Guest Accommodation

Red Sky has been designed to comfortably accommodate up to 6 guests in 3 suites. She is also capable of carrying up to 4 crew onboard to ensure a relaxed luxury yacht experience.

Range & Performance

Red Sky is built with a composite hull and GRP superstructure, with teak decks. Powered by 1 x diesel Perkins Sabre (M265TI) 265hp engines, she comfortably cruises at 10 knots, reaches a maximum speed of 12 knots with a range of up to 1,820 nautical miles from her 2,502 litre fuel tanks at 9 knots. Her water tanks store around 1,719 Litres of fresh water. She was built to BV (Bureau Veritas) ✠1 3E/E Yacht C classification society rules.

*Charter Red Sky Sail Yacht

Sail yacht Red Sky is currently not believed to be available for private Charter. To view similar yachts for charter , or contact your Yacht Charter Broker for information about renting a luxury charter yacht.

Red Sky Yacht Owner, Captain or marketing company

'Yacht Charter Fleet' is a free information service, if your yacht is available for charter please contact us with details and photos and we will update our records.

Red Sky Photos

NOTE to U.S. Customs & Border Protection

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AIR & SPACE MAGAZINE

The notorious flight of mathias rust.

Ronald Reagan was president, there was still a Soviet Union, and a 19-year-old pilot set out to change the world

Tom LeCompte

ON A MILD SPRING DAY IN LATE MAY 1987, military analyst John Pike was at the U.S. embassy in Moscow on business when he looked out the window and saw a small airplane circling over Red Square. Gee, that’s peculiar , thought Pike. There’s no private aviation in the Soviet Union. Hell, there’s no private anything.

The aircraft belonged to West German teenager Mathias Rust—or, more accurately, to Rust’s flying club. In a daring attempt to ease cold war tensions, the 19-year-old amateur pilot had flown a single-engine Cessna nearly 550 miles from Helsinki to the center of Moscow—probably the most heavily defended city on the planet—and parked it at the base of St. Basil’s Cathedral, within spitting distance of Lenin’s tomb. Newspapers dubbed the pilot “the new Red Baron” and the “Don Quixote of the skies.” The stunt became one of the most talked-about aviation feats in history. But it was politics, not fame, that motivated Rust.

There is nothing in Rust’s neat two-bedroom apartment outside Berlin—no mementos, no photographs, no framed newspaper headlines—nothing at all to indicate that for a few short weeks 18 years ago he was the most famous pilot in the world. But the memory of the flight has stayed fresh. “It seems like it happened yesterday,” says Rust, now 36. “It’s alive in me.”

As a child in Hamburg, Rust had been preoccupied by two things: flying and nuclear Armageddon. Belligerence and distrust marked East-West relations of the time. U.S. President Ronald Reagan seemed to be on a personal crusade against the Soviet Union. Many Germans were on edge. “There was a real sense of fear,” Rust says, “because if there was a conflict, we all knew we would be the first to be hit.”

To many Europeans, Mikhail Gorbachev’s ascendancy to the Soviet leadership in 1985 offered a glimmer of hope. Glasnost , his policy of transparency in government, and perestroika , economic reforms at home, were radical departures from the policies of his predecessors. So when the U.S.-Soviet summit in Reykjavik, Iceland, in October 1986 ended without an arms reduction deal, Rust felt despair. He was particularly angered by Reagan’s reflexive mistrust of the Soviet Union, which Rust felt had blinded the president to the historic opportunity Gorbachev presented.

Rust decided he must do something—something big. He settled on the idea of building an “imaginary bridge” by flying to Moscow. If he could reach the Soviet capital, if he could “pass through the Iron Curtain without being intercepted, it would show that Gorbachev was serious about new relations with the West,” says Rust. “How would Reagan continue to say it was the ‘Empire of Evil’ if me, in a small aircraft, can go straight there and be unharmed?” Rust also prepared a 20-page manifesto he planned to deliver to Gorbachev on how to advance world peace.

Rust had taken his first flying lessons only a couple of years before his decision to fly to Moscow. A data processor at a mail-order trinket company, he spent all of his money (and some of his parents’) flying. But by the spring of 1987, he had barely 50 hours of licensed flight time, and had completed just a handful of cross-country trips.

“I thought my chances of actually getting to Moscow were about 50-50,” Rust says, noting that in 1983, the Soviets blew Korean Airlines flight 007 out of the sky after it strayed into Soviet airspace near the Kamchatka Peninsula; all 269 persons aboard were killed. “But I was convinced I was doing the right thing—I just had to dare to do it.”

To prepare himself for his mission, he planned a practice flight to Reykjavik, the site of the doomed arms talks. It would be “a long time flying over open water with very little navigation aids,” says Rust. “I figured if I succeeded, I would be able to cope with the pressure of flying to Moscow.”

Rust meticulously planned his route and signed out a 1980 Cessna Skyhawk 172 from his flying club for three weeks. The four-seat airplane was equipped with auxiliary fuel tanks that boosted the aircraft’s range by 175 nautical miles to 750 nautical miles—range he would need in order to safely reach Reykjavik, and later Moscow. The club didn’t ask him where he was going, and Rust didn’t say. He packed a small suitcase, a satchel with maps and flight planning supplies, a sleeping bag, 15 quarts of engine oil, and a life vest. As a final precaution, Rust packed a motorcycle crash helmet. The helmet was for his final leg to Moscow, “because I didn’t know what [the Soviets] would do, and if I was forced down it would give me extra protection [in case of a crash].”

On May 13, 1987, Rust took off from Uetersen Airfield, outside Hamburg, and flew for five hours across the Baltic and North seas before reaching the Shetland Islands. The next day he flew to Vagar, on Denmark’s Faröe Islands, in the middle of the north Atlantic. On May 15 he flew to Reykjavik.

Rust spent a week in the Icelandic capital. He visited Hofdi House, the white villa that was the site of the Reagan-Gorbachev summit. “It was locked,” Rust says, “but I felt I got in touch with the spirit of the place. I was so emotionally involved then and was so disappointed with the failure of the summit and my failure to get there the previous autumn. So it gave me motivation to continue.”

On May 22, Rust set out for Finland by way of Hofn, Iceland; the Shetlands; and Bergen, Norway. He landed at Malmi airport in Helsinki on May 25. Since leaving Hamburg, he had covered nearly 2,600 miles and had doubled his total flight time to more than 100 hours. He had proven to himself he had the flying skills he needed, but he still had doubts about his nerve. His resolve constantly wavered: Yes, it was something he had to do/No, it was crazy.

The night of May 27 was a restless one for Rust. In the morning he drove to the airport, fueled the Cessna, checked the weather, and filed a flight plan for Stockholm (“My alternate if I chickened out,” he says), a two-hour trip to the southwest.

At about 12:21 p.m., Rust took off. Controllers at Malmi had him turn west toward Stockholm, asking him to keep the airplane low to avoid traffic. Although the Cessna was equipped with a transponder, a device that transmits a response to radar interrogation and thus helps to identify an aircraft, Helsinki controllers didn’t assign him a setting, so he turned the device off—the controllers would track Rust’s airplane by the reflection of radar signals off its metal skin. Rust held course for about 20 minutes, at which point controllers radioed to say he was leaving their control area. Rust thanked them and said goodbye.

He continued toward Stockholm for several minutes; then, as he closed in on his first waypoint, near the Finnish town of Nummela, he chose. “All of a sudden, I just turned the airplane to the left [toward Moscow],” he says. “It wasn’t really even a decision…. I wasn’t nervous. I wasn’t excited. It was almost like the airplane was on autopilot. I just turned and headed straight across [the Gulf of Finland] to the border.”

At the Tampere air traffic control facility in Finland, controllers noticed Rust’s near-180-degree change of course. As the radar blip headed south and then east across the water, passing through restricted Finnish military airspace, controllers tried to contact him and failed. At about 1 p.m., Rust’s airplane disappeared from radar screens. Fifteen minutes later, a helicopter pilot radioed that he spotted an oil slick and some debris on the water near where Rust’s airplane was last detected. A search-and-rescue operation was activated—only to be called off when news of Rust’s landing reached Finland. (Years later Finnish aviation authorities investigated a series of incidents in which airliners mysteriously disappeared from Tampere radar screens while in the same area.)

Meanwhile, at a radar station in Skrunda, now in the independent state of Latvia, Soviet military personnel were also tracking Rust. All foreign aircraft flying into the Soviet Union were required to get a permit and to fly along designated corridors, and Rust’s was not an approved flight. As the unidentified aircraft neared the coastline at around 2:10 p.m. Moscow time (an hour ahead of Helsinki), three missile units were put on alert.

From Helsinki, Rust’s flight plan was simple: Turn to a heading of 117 degrees and hold course. As he crossed his first waypoint, the Sillamyae radio beacon near Kohtla-Jarve, on the coast of the now-independent state of Estonia, he climbed to 2,500 feet above sea level, a standard altitude for cross-country flight, which would keep him about 1,000 feet above the ground for the entire route. He trimmed the airplane out and flew straight and level. He also put on his crash helmet. “The whole time I was just sitting in the aircraft, focusing on the dials,” says Rust. “It felt like I wasn’t really doing it.”

Soviet controllers continued to monitor the unidentified airplane’s progress. Now that it was well inland, army units in the area were put on high alert and two fighter-interceptors at nearby Tapa air base were scrambled to investigate. Peering through a hole in the low clouds, one of the pilots reported seeing an airplane that looked similar to a Yak-12, a single-engine, high-wing Soviet sports airplane that from a distance looks very similar to a Cessna. The fighter pilot, or his commander on the ground, perhaps thinking the airplane must have had permission to be there, or didn’t pose any threat, decided the airplane did not require a closer inspection.

Not long after being seen by the Soviet fighter pilot, Rust descended in order to avoid some low clouds and icing. For a brief period, his blip disappeared from Soviet radar screens. Once the weather cleared, Rust climbed back to 2,500 feet, and an image of the unidentified airplane appeared on the radar screen in a new sector, one whose commander ordered two more fighter-interceptors to investigate.

Now nearly two hours into his flight, Rust says the sun was shining when he saw “a black shadow shooting in the sky and then disappear.” A few moments later, from out of a layer of clouds in front of him, an aircraft appeared. “It was coming at me very fast, and dead-on,” Rust recalls. “And it went whoosh !—right over me.

“I remember how my heart felt, beating very fast,” he continues. “This was exactly the moment when you start to ask yourself: Is this when they shoot you down ?”

From below and to the left, a Soviet MiG-23 fighter-interceptor pulled up beside him. With nearly three times the wingspan and more than 10 times the weight of Rust’s Cessna, the MiG seemed huge. Designed to fly at more than twice the speed of sound, the swing-wing fighter had to be put into full landing configuration—gear and flaps extended, wings swung outward—in order to slow it enough to fly alongside the Cessna. Its nose rode high as it hovered at the edge of a stall.

“I realized because they hadn’t shot me down yet that they wanted to check on what I was doing there,” Rust says. He kept watching the Soviet airplane, “but there was no sign, no signal from the pilot for me to follow him. Nothing.” Soviet investigators later told Rust that the MiG pilot attempted to reach Rust over the radio but there was no response. Only later did Rust realize that the Soviet fighter could only communicate over high-frequency military channels.

After the two pilots had eyed each other for a minute, the Soviet pilot retracted the jet’s gear and flaps. The MiG accelerated and peeled away, only to return and draw two long arcs around the Cessna at a distance of about a half-mile. Finally, it disappeared.

From both the registration number painted on the side of the airplane (D-ECJB) and the West German flag decal on its tail, the MiG-23 crew should have been able to tell that Rust’s aircraft was neither a Yak nor Soviet. Marshall Sergei Akhromeyev, chief of staff of all the Soviet armed forces, admitted in a 1990 interview cited in Don Oberdorfer’s book From the Cold War to the New Era that the fighter pilot’s commander either did not believe the pilot’s report or did not think it was significant, so the information was never passed up the chain of command.

At 3 p.m., with the weather improving, Rust entered a Soviet air force training zone where seven to 12 aircraft—all with performance characteristics and radar signatures similar to Rust’s—were being used in training exercises such as takeoffs and landings.

Rust’s altitude probably helped him appear harmless. Had he attempted to evade radar, as many later speculated he did, the Soviets likely would have taken more aggressive action to stop him, but even in that scenario, the Soviets’ options for dealing with him were fairly limited. Since the KAL 007 tragedy, strict orders were given that no hostile action be taken against civilian aircraft unless orders originated at the very highest levels of the Soviet military, and at that moment, Defense Minister Sergei Sokolov and other top military commanders were in East Berlin with Gorbachev for a meeting of Warsaw Pact states.

As a security procedure, Soviet radar has aircraft under its control regularly reset their transponder codes at prearranged times. If a pilot failed to make the switch, his airplane’s radar signature would look “friendly” one minute and “hostile” the next, after the ground had switched over. On the day of Rust’s flight, 3 p.m. was one of those times. As Rust proceeded, a commander looking over the shoulder of a radar operator—apparently thinking Rust’s radar return was that of a student pilot who had forgotten to make the transponder switch—ordered the officer to change the Cessna’s radar signature to “friendly.” “Otherwise we might shoot some of our own,” he explained.

By 4 p.m., Rust crossed radar sectors near Lake Seliger, a popular summer retreat near the town of Kushinovo, about 230 miles from Moscow. As the radar return for the Cessna popped up on a new set of radar screens, controllers once again took note of the unidentified aircraft. Once again a pair of fighter-interceptors was launched to investigate, but according to a Russian report on Rust’s flight, commanders considered it too dangerous for the airplanes to descend through the low cloud deck, so visual contact was never made. Rust was now a little more than two and a half hours away from his destination.

About 40 miles west of the city of Torzhok, another radar controller saw the signal for Rust’s airplane and assumed it was one of two helicopters that had been performing search-and-rescue operations nearby. On his radar screen, he flagged it as such, and once again Rust’s airplane was marked as a “friendly.”

Rust flew on, leaving the Leningrad military district and entering that of Moscow. In the handoff report, the Leningrad commander related to his Moscow counterpart that his controllers had been tracking a Soviet airplane flying without its transponder turned on. But the report said nothing about tracking an unidentified airplane from the Gulf of Finland, nothing about fighter-interceptors intercepting a West German aircraft, and nothing about an unidentified aircraft on a steady course to Moscow. As such, the report set off no alarms.

For Rust, the flight was going flawlessly. He had no problem identifying the landmarks he had chosen as waypoints, and he was confident that his goal was within reach. “I had a sense of peace,” he says. “Everything was calm and in order.” He passed the outermost belt of Moscow’s vaunted “Ring of Steel,” an elaborate network of anti-aircraft defenses that since the 1950s had been built up as a response to the threat of U.S. bombers. The rings of missile placements circled the city at distances of about 10, 25, and 45 nautical miles, but were not designed to fend off a single, slow-flying Cessna.

At just after 6 p.m., Rust reached the outskirts of Moscow. The city’s airspace was restricted, with all overflights—both military and civilian—prohibited. At about this time, Soviet investigators would later tell Rust, radar controllers realized something was terribly wrong, but it was too late for them to act.

As Rust made his way over the city, he removed his helmet and began to search for Red Square. Unlike many western cities, Moscow has no skyline of glittering office towers that Rust could see and head for. Unsure where to go, Rust headed from building to building. “As I maneuvered around, I sort of narrowed in on the core of the city,” he says. Then he saw it: the distinctive turreted wall surrounding the Kremlin. Turning toward it, Rust began to descend and look for a place to land.

“At first, I thought maybe I should land inside the Kremlin wall, but then I realized that although there was plenty of space, I wasn’t sure what the KGB might do with me,” he remembers. “If I landed inside the wall, only a few people would see me, and they could just take me away and deny the whole thing. But if I landed in the square, plenty of people would see me, and the KGB couldn’t just arrest me and lie about it. So it was for my own security that I dropped that idea.”

As he circled, Rust noticed that between the Kremlin wall and the Hotel Russia, a bridge with a road crossed the Moscow River and led into Red Square. The bridge was about six lanes wide and traffic was light. The only obstacles were wires strung over each end of the bridge and at its middle. Rust figured there was enough space to come in over the first set of wires, drop down, land, and then taxi under the other wires and into the square.

Rust came in steeply, with full flaps, his engine idling. As planned, he came in over the first set of wires, dropped down, and flared for landing. As he rolled out under the middle set of wires, Rust noticed an old Volga automobile in front of him. “I moved to the left to pass him,” Rust says, “and as I did I looked and saw this old man with this look on his face like he could not believe what he was seeing. I just hoped he wouldn’t panic and lose control of the car and hit me.”

Rust passed under the last set of wires and rolled onto the square. Slowing, he looked for a place to park. He wanted to pull the airplane into the middle of the square, in front of Lenin’s tomb. But surrounding St. Basil’s Cathedral was a small fence with a chain strung across it that blocked his way. Rust pulled up in front of the church.

He shut down the engine, then closed his eyes for a moment and sucked in a deep breath. “I remember this great feeling of relief, like I had gotten this big load off my back.” He looked at the Kremlin clock tower. It was 6:43 p.m., almost five and a half hours since he’d left Helsinki.

He got out of the Cessna. Expecting to be stormed by hordes of troops and KGB agents, Rust leaned against the aircraft and waited. The people in Red Square seemed nervous or stunned, not sure what was going on. Some thought Rust’s airplane might be Gorbachev’s private aircraft, or that it was all part of a movie production. But once the crowd realized that Rust and the Cessna were foreign—and that he’d just pulled off one of the most sensational exploits they had ever witnessed—they drew closer.

“A big crowd had formed around me,” Rust says. “People were smiling and coming up to shake my hand or ask for autographs. There was a young Russian guy who spoke English. He asked me where I came from. I told him I came from the West and wanted to talk to Gorbachev to deliver this peace message that would [help Gorbachev] convince everybody in the West that he had a new approach.”

The atmosphere was festive. One woman gave him a piece of bread as a sign of friendship. According to Rust, an army cadet told him that “he admired my initiative, but that I should have applied for a visa and made an appointment with Gorbachev—but he agreed that they most likely would not have let me.”

Rust did not notice that KGB agents were moving through the crowd, interviewing people and confiscating cameras and notebooks. More than an hour after the landing, two truckloads of armed soldiers arrived and roughly shoved the crowd away. They also put up barriers around the airplane.

Three men emerged from a black sedan and introduced themselves. The youngest, an interpreter, politely asked for Rust’s passport and whether he was carrying any weapons. They then asked to inspect the aircraft. After a few more questions, they asked Rust to get into the car. The mood, Rust says, was still very friendly, almost mirthful. The Cessna was hauled to Moscow’s Sheremetyevo International Airport and disassembled for inspection. Rust was taken to Lefortovo prison, a notorious complex the KGB used to hold political prisoners.

Given the level of planning put into the flight, as well as the number of obstacles that had apparently been overcome, the Soviets could not believe that this was the work of one man, much less an idealistic boy. Investigators believed Rust’s journey was part of a much larger plot. Take the date itself, May 28. It was Border Guards Day. Many speculated Rust chose that day thinking the border would be more lightly defended, or perhaps to maximize the embarrassment the flight would cause the military. “I didn’t know about it,” Rust says. “I said, ‘I’m a West German. How should I know about your holidays?’ It was just a lucky circumstance.” His interrogators also accused him of obtaining maps from the CIA or the German military, but when the Soviet consul general in Hamburg was able to obtain the same maps from a mail order company, as Rust had, the interrogators relented.

Rust’s investigators showed him photographs of the bridge he’d landed on. In the photos, many sets of wires stretched across the bridge, each about six feet apart. They asked Rust how he could possibly land with so many wires in his way. Perplexed himself, Rust explained that when he landed he could see only three sets of wires. Upon further investigation, the Soviets learned that the morning of the day Rust landed, a public works crew had removed most of the wires for maintenance; they were replaced the next day. “They said I must have been born with a shirt”—a Russian expression meaning born lucky.

One German periodical published a story saying Rust did the stunt on a bet. Another reported that he did it to impress a girl. Yet another said he did it in order to drop leaflets seeking to free nonagenarian Rudolf Hess, Hitler’s lieutenant, from jail. The Communist newspaper Pravda accused Rust of being a patsy in an international plot in which he was supposed to have been shot down and killed in order to provoke an international incident. However ridiculous the rumors were, the Soviets methodically looked into every allegation.

On June 23, 1987, the Soviets completed their investigation. Shortly afterward, prosecutors charged Rust with illegal entry, violation of flight laws, and “malicious hooliganism.” Rust pleaded guilty to all but the last charge. There was, he argued, nothing malicious in his intentions.

On September 4, after a three-day trial, a panel of three judges found Rust guilty of all charges and sentenced him to four years at Lefortovo. The prison, though starker and more restrictive than a labor camp, ensured Rust’s safety. He spent his time there quietly and was afforded special privileges: He was allowed to work in the garden and receive visits by his parents every two months.

On August 3, 1988, two months after Reagan and Gorbachev agreed to a treaty to eliminate intermediate-range nuclear weapons in Europe, the Supreme Soviet, in what Tass described as a “goodwill gesture,” ordered Rust released from prison.

According to William E. Odom, former director of the National Security Agency and author of The Collapse of the Soviet Military , Rust’s flight damaged the reputation of the vast Soviet military and enabled Gorbachev to remove the staunchest opponents to his reforms. Within days of Rust’s landing, the Soviet defense minister and the Soviet air defense chief were sacked. In a matter of weeks, hundreds of other officers were fired or replaced—from the country’s most revered war heroes to scores of lesser officers. It was the biggest turnover in the Soviet military command since Stalin’s bloody purges of the 1930s.

More important than the replacement of specific individuals, analyst John Pike says, was the change Rust’s flight precipitated in the public’s perception of the military. The myth of Soviet military superiority had been punctured, and with it the almost religious reverence the public had held for its armed forces.

For decades, Soviet citizens had been led to believe “the West was poised to destroy them…that if they let their guard down for an instant that they would be obliterated,” says Pike. It was this thinking that helped perpetuate the cold war. Rust’s flight proved otherwise: The Soviet Union could suffer a breach without being destroyed by external forces. Ultimately, of course, it would be internal forces that would do the job.

The flying club’s Cessna changed hands several times (in 1988, it was listed for sale in Trade-A-Plane ) before ending up with a Japanese developer who intended to make it an attraction at an amusement park. That project went bankrupt and the airplane disappeared.

Rust never piloted an airplane again. In fact, he spent many years trying to distance himself from his famous flight. In 2002 he founded a mediation service designed to “fight violence by providing proper redress,” for which he has spent a lot of time in the Middle East, mostly in Palestinian territories, but to help pay the bills Rust also works for a London-based investment firm.

Though frustrated that he never got to meet Gorbachev, he takes satisfaction in having had a small but important impact on relations between the superpowers. Four years after his “mission,” the forces that his flight helped to strengthen dissolved the Soviet Union, and the cold war ended.

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