CPP for smaller ships and boats has been around for a century, but CPP for larger ships a few decades:
1935
Liaaen (later acquired by Ulstein) develops the first controllable pitch propeller. The Heliston propeller range is introduced with cavitation-reducing blade shapes. Ships include Aquitania, Mauretania, Queen Mary and Queen Elizabeth.
Liaaen’s propeller division was sold to Ulstein in 1996, which became Rolls-Royce Marine and now Kongsberg Marine. Propeller production was moved to Ulsteinvik in 2003: http://liaaen.no/index.php?sideID=172
It has been a lot of discussion about CPPs on the forum lately, not all based on facts.
Here are some facts about one of the oldest and best known brand of CPPs. KaMeWa:
(Now part of Kongsberg Maritime ex RRM, ex. Ulstein Trading)
They offer a wide range of CPP hub sizes for powers from around 500kW up to 75MW
Really depends on why the CPP is fitted.
If it is fitted to protect the main engine or to reduce fuel consumption then it is a liability.
Usually soooo slow in changing pitch that it actually becomes dangerous.
If it is fitted to improve manoeuvrability coupled with a relatively high powered engine it is fantastic. Very fast in changing pitch and an absolute must for high manoeuvrability.
Seen it in both instances, when I needed high manoeuvrability give me CPP anyday.
Put it on a larger ship then forgot it and give me a direct drive diesel anyday. At least I have some idea how long it takes for a direct drive diesel to start and when it does you get an instant burst of power.
With CPP on a larger ship the pitch is geared to protecting the load on the engine so I have no idea how long it takes to change pitch , sometimes this is a very long time.
Coupled with the above there is the well known fact that a sudden reduction in pitch can cause an irrecoverable loss of steering which does not happen with fixed pitch adds in an additional risk for those not familiar with this system.
