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fects Analysis effort. Tom had experience with this process
in the automotive industry, but most people in the room had
never heard of it before.
The essence of FMEA is to bring groups of people together
on a particular topic, brainstorm on the ways that topic
might fail in service (failure mode), grade those failures with
the highest having the worst impact (effect), and then set
action steps to mitigate the failures. An example was the
vessel’s sea water system. The group quickly identified the
need to study head losses in the piping runs leading to the
main engine raw water intakes. The study did identify a
problem in those runs, and it was repaired while she was
still in the shed. One could imagine what would have hap-
pened in the problem was found during sea trials two weeks
before a boat show!
At P&W we now include a simplified form of FMEA in our
design process, and it is improving our work. It should also
be noted that at this year’s IBEX, Eric Hall, CEO of Halls
Spars & Rigging, will be presenting on the benefits of FMEA.
Halls Spars is re-
nowned for working
at the very edge of
loads and materi-
als, where a proc-
ess as FMEA offers
its highest rate of
return. And it’s
probably no coinci-
dence that the new
COO of Halls Spars
is none other than
Tom Derecktor.
6. Engineering
‘Close Out’
This was the first
project where we
established an Engi-
neering ‘Close Out’
team. The sole pur-
pose of this team
was to break the
vessel down into
spaces, and then
for each space determine what engineering items were re-
maining, and which were impeding process of production.
This proved to be particularly helpful in the interior spaces,
where we able to prioritize some fairly simple engineering
tasks that were quietly preventing large tracks of work from
proceeding. This process also made a good link across the
fence to the production people, and helped to prioritize the
overall engineering effort. We would definitely use this again
in a project of any size.
7. Trust in your skills as a naval architect.
There were several dramatic moments during the build of
the vessel, but perhaps none of these compared to the mo-
ment when the vessel was moved on air slides out of the
building shed, across the seawall onto a floating dry dock
and set free to float.
Leading up to that incredible moment were many tense
meetings, and it was always the voices of reason from na
architects that kept everyone on track. They were able to
trust in our primary tools, such as weight studies and sim
stability calculations, to prove the sky was not going to fa
the boat could be lifted, and she would not flip over in th
dry dock.
The word of advice here is that because something is big,
the laws of physics do not randomly stop working. Trust i
your training as a naval architect, and use your tools, no
matter how complicated or tense the situation.
We hope that these nuggets of wisdom are helpful in you
futures endeavors. Our parting point of wisdom is that no
matter how large or complex the yacht situation, use you
skills taught at Westlawn to address the situation, and yo
will overcome the challenge.
After her much
celebrated laun
last year, CAKE-
WALK just com-
pleted its first
transatlantic jo
ney. P&W and
recktor shipyard
recently wrappe
up their post pr
duction work on
the vessel. CAK
WALK’s project
manager at De-
recktor Shipyar
James Brewer,
said, “Persak &
Wurmfeld’s ste
hand, organizati
and attention to
detail have mad
ter vessel.”
Persak & Wurmfeld is a full service yacht design and na
architecture firm located in New York City. The firm’s m
sion is to lead the next generation of yacht design firms
providing exemplary customer service and utilizing the la
in cutting-edge design technologies. Persak & Wurmfel
design philosophy marries art and science and is based
their colorful experiences managing yacht building proje
for clients around the world. —
Cakewalk V