North of Bermuda, the French navigator Marie Descoubes, 28 years old, is reported missing at sea with American Nathan Perrins during a Maine–Puerto Rico delivery. Their last position, transmitted on November 5 at 8:12 PM (AT) by a Garmin, indicated a lack of fuel, without distress. The RCC Bermuda, supported by the US Coast Guard, is coordinating the search. Deteriorating weather, energy on board, beacon: many open questions.
Established facts: trajectory and silence of a crew missing at sea
The navigator Marie Descoubes, 28 years old, founder of Élément-Terre Sail, was delivering the sailboat SV Liahona on the route Maine → Bermuda → Puerto Rico with the American skipper Nathan Perrins, 48 years old. According to the nautical search notice broadcast by the BoatWatch monitoring network, a last position was transmitted on 11/05/2025 at 8:12 PM (Atlantic Time) by a Garmin InReach device: 33° 33.47’ N – 64° 06.51’ W, north of Bermuda, about 16 hours of sailing from the planned stopover. The message accompanying this point reported a lack of fuel, without a distress declaration at that time. Since then, no communication has been received.
The SV Liahona is described as a monohull Pacific Seacraft of about 11.3 m, launched in 2005. The crew consisted of two people. The itinerary planned a stop in Bermuda on 11/06 before continuing to Puerto Rico.
Who are the two sailors of the ‘Liahona’?
Marie Descoubes, a French navigator from the Atlantic coast, has undertaken numerous long-haul sailings and carried a project of low-carbon navigation via Élément-Terre Sail. Nathan Perrins, an American professional, was ensuring the delivery as captain. The two sailors form a small and experienced crew, a common configuration for this type of autumn crossings.
A classic route plan, deteriorating weather
The Maine–Bermuda–Caribbean route is classic for the season, aiming to catch the trade winds after a favorable weather window. However, around November 5, the marine bulletins from the Ocean Prediction Center (NOAA/NWS) reported a storm warning off the archipelago: 35 to 50 knots of wind from the West to Northwest, and seas reaching 15 to 24 feet (or 4.5 to 7.3 m of significant swell).
These conditions, although temporary, greatly complicate the progress of an 11 m sailboat without engine support. Moreover, they degrade communications. At this stage, none of these scenarios are confirmed, they are mentioned because they are compatible with the available information.
How are the searches organized around Bermuda?
Around the archipelago, the coordination of rescue operations falls to the Rescue Coordination Centre (RCC) Bermuda, also known as Bermuda Radio. The center works in concert with the US Coast Guard for long-range aerial means. According to operational information from Bermudian authorities, an American C-130 has been deployed to the northeast of the island. Indeed, it was used for a sectorized search before the deterioration of conditions. In parallel, VHF broadcasts and ‘Be On The Lookout’ (BOLO) notices have called on passing ships to keep an eye out and relay any observations.
Key point: Bermudian authorities indicate that a verification is underway regarding the presence and possible activation of a distress beacon (EPIRB) on board the Liahona. The absence of a satellite report is not conclusive: a beacon may not be on board, may be out of order, or may not have been triggered.
Hypotheses and gray areas: what relatives and facts say
From the family side, the hypothesis put forward is fuel shortage ⇒ loss of electrical power ⇒ loss of communications. This chain is consistent with the last message. However, it remains unverified in the absence of direct contact with the crew. Other unknowns weigh in: state of the sails, reserve of fresh water, autonomy of the Garmin InReach, capacity to regenerate energy (panels, hydrogenerator, wind turbine), and condition of the VHF/HF antennas after the storm.
The arrival schedule has also been the subject of discrepancies according to media reports (November 13 or 16 in Puerto Rico). This gap refers to the very variable speeds of an 11 m monohull depending on the course and the sea. Moreover, it also depends on whether or not the engine is used. In practice, long radio silences exist on crossings where boat management is prioritized over communication. However, they must be recontextualized in light of the conditions encountered around November 5.
What we know about the boat and communication means
The SV Liahona is described as a cutter with a white hull and navy blue stripes, equipped with a Garmin InReach (capable of transmitting positions and messages via satellite) and a VHF on board, a safety standard. Sailboats of this category often have an EPIRB beacon, but its presence and any activation are not confirmed at the time of publishing this draft. No Mayday call transmitted by Bermuda Radio has been reported concerning the Liahona at the time of the events.
In the absence of AIS traces, many sailboats do not emit them offshore. Visual reports from ships and radio passes on VHF 16 are therefore essential. Aerial surveillance remains among the most effective sensors.
A community mobilized for two sailors missing at sea
The BoatWatch monitoring network has broadcast a BOLO asking all boats between Bermuda and Puerto Rico to attempt contact (VHF 16, direct calls) and to report any useful information to the competent rescue centers. In the marinas of Bermuda and the Antilles, the notice boards have relayed the alert. On the water, offshore sailboats spontaneously adapt their watch. They are looking for a 37-foot monohull possibly sailing under reduced sail.
Among families and friends, the time is for restraint and perseverance. The navigator’s mother recalled that a loss of means can explain a prolonged silence. Many sailors confirm that the essential, in a storm, is to ensure the safety of the boat. Moreover, it is preferable to do so rather than respond to messages.
Search markers: typical drift of those missing at sea around Bermuda
At 33° 33’ N / 64° 06’ W, the Liahona was offshore from the Bermudian coastal listening platforms, the average drift under squalls of 30 to 40 knots can reach 1 to 2 knots on a sailboat under reduced sail. In 16 hours of evolution, the area of uncertainty extends over a wide cone towards the southeast or the south. This depends on the setting adopted to protect the boat. Aerial searches by C-130 scan this type of drift patterns with parallel then expansive sweeps.
Reader service: who to notify and how to report?
- Vital emergency at sea (Bermuda area): contact Bermuda Radio / RCC Bermuda on VHF 16 (emergency call), then switch to working channel, phone +1 441 297 1010.
- Observation of a corresponding sailboat (white hull, blue stripes, 37 feet, two people): record date/time UTC, position, heading and speed of the witness, photo if possible, then transmit to RCC Bermuda and, depending on position, to the US Coast Guard.
- Context information (non-urgent): BoatWatch network (section ‘Missing or overdue vessels’), useful for centralizing reports from boaters.
What this disappearance says about offshore safety
The case of the Liahona recalls three essential principles:
- Energy: a sailboat can be deprived of communications if the electric production (engine/alternator, panels, hydro-generator) fails. Redundancy (panels + buffer batteries + power banks) and energy savings extend resilience.
- Beacons: a registered and tested EPIRB remains the guarantee of a global alert in case of distress. An individual PLB usefully complements the arsenal, as does an AIS MOB.
- Weather windows: in autumn, westerly gales between the Gulf Stream and Bermuda require fallback options (ports, sheltered anchorages, anticipated rerouting).
Method note: this text only restores verified elements at the time of publication. Hypotheses are attributed and indicated as such. No cause or responsibility is advanced at this stage.