100+ Free BD Marine Engineer Class 2 (Second Engineer) Practice Questions

Prepare for the Bangladesh DoS Marine Engineer Officer Class 2 (Second Engineer) Certificate of Competency exam with instant access — no signup required.

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Sample BD Marine Engineer Class 2 (Second Engineer) Practice Questions

Try these sample questions to test your BD Marine Engineer Class 2 (Second Engineer) exam readiness. Each question includes a detailed explanation. Start the interactive quiz above for the full 100+ question experience with AI tutoring.

1What is the primary purpose of scavenging in a two-stroke marine diesel engine?

A.To expel burnt exhaust gases from the cylinder and replace them with fresh air before the next compression stroke

B.To cool the piston crown using lubricating oil

C.To atomize the fuel before injection

D.To control the engine's rotational direction

Explanation: Scavenging pushes fresh air into the cylinder through the scavenge ports while the exhaust valve or ports are open, driving out the products of combustion so the next charge of air is as clean as possible. Efficient scavenging is essential for good combustion and full power development in a two-stroke engine, which has no separate exhaust stroke.

2In a trunk-piston type diesel engine, such as those commonly used to drive auxiliary generators, which component directly absorbs the piston's side thrust?

A.The camshaft bearings

B.A separate crosshead and guide shoe

C.The piston skirt bearing against the cylinder liner wall

D.The flywheel

Explanation: In a trunk-piston engine the connecting rod is attached directly to the piston, so the extended piston skirt itself must bear against the cylinder liner to absorb the side thrust generated as the connecting rod angles during the stroke. This differs from large slow-speed crosshead engines, which use a separate crosshead and guide shoes to keep that side load off the liner.

3What is turbocharger surging and why is it a dangerous condition?

A.A normal, beneficial vibration that occurs at full load and improves scavenge air delivery

B.An unstable, pulsating reverse flow through the compressor when air demand is too low for the pressure the compressor is trying to develop, causing vibration and potential mechanical damage

C.A condition caused only by excess fuel injection that has no effect on the turbocharger itself

D.A deliberate operating mode used during maneuvering to increase engine response

Explanation: Surging occurs when the compressor operates to the left of its stable operating range on the performance map, typically at low engine load, fouled air filters, or a damaged blade, causing airflow to intermittently break down and reverse. The resulting pulsation produces heavy vibration and noise and can quickly damage the turbocharger's bearings and blading if not corrected.

4What is the function of the delivery valve in a jerk-type fuel injection pump?

A.It meters the total quantity of fuel delivered per injection stroke

B.It maintains a residual pressure in the high-pressure fuel line after injection ends, ensuring rapid closure of the injector needle valve and preventing dribbling or secondary injection

C.It atomizes the fuel as it leaves the injector nozzle

D.It sets the exact start-of-injection timing independent of the pump plunger

Explanation: The delivery valve closes sharply as the pump plunger's helix uncovers the spill port, and its retraction piston relieves the line volume slightly, dropping pressure quickly so the injector needle snaps shut. This residual line pressure prevents fuel from continuing to dribble from the nozzle after the main injection, which would otherwise cause poor combustion and carbon deposits.

5What is the purpose of the turning (barring) gear fitted to a main propulsion diesel engine?

A.To increase engine speed during maneuvering

B.To rotate the engine slowly by electric motor or by hand for maintenance and inspection, with a safety interlock that prevents starting air admission while it is engaged

C.To reverse the direction of rotation while running at sea

D.To test the governor's response under full engine load

Explanation: Turning gear allows the crankshaft to be rotated slowly for jobs such as taking indicator cards, inspecting bearings, or positioning pistons for overhaul, without the engine actually firing. A mechanical or electrical interlock ensures the starting air valve cannot be opened while the turning gear is engaged, preventing the engine from starting and causing serious injury or damage.

6What sequence of events typically leads to a crankcase (oil mist) explosion in a large marine diesel engine?

A.A hot spot from a failing bearing or friction component heats surrounding lubricating oil until it vaporizes into a fine mist; if the mist concentration and a further ignition source combine within the crankcase, it ignites and the resulting pressure rise can blow open the crankcase relief doors

B.Water leaking into the crankcase directly causes an explosive chemical reaction with the lubricating oil

C.Excess starting air pressure alone builds up until the crankcase ruptures

D.The turbocharger overspeeds and forces air directly into the crankcase, igniting the oil

Explanation: A developing hot spot, such as an overheating bearing, gradually raises local oil temperature until it forms a flammable oil mist inside the enclosed crankcase space. If that mist reaches an ignitable concentration and meets a further ignition source, often the same hot spot flaring up, it explodes; the crankcase relief doors are designed to lift and release the pressure wave, protecting the crankcase structure and personnel.

7What commonly causes a scavenge space fire in a two-stroke marine diesel engine?

A.Excessive cylinder jacket cooling water flow

B.Accumulated oil and carbon deposits in the scavenge space being ignited by hot combustion gas blowing past worn or broken piston rings

C.Overcharging of the starting air receiver

D.Running the turbocharger at reduced load for long periods

Explanation: Excess cylinder lubricating oil or fuel residues can accumulate as a combustible deposit in the scavenge space below the piston. If piston rings are worn, stuck, or broken, hot combustion gas can blow past them into the scavenge space and ignite that deposit, producing a scavenge fire that is often first detected by a rising scavenge space temperature alarm.

8What is the dual function of the compression rings on a diesel engine piston?

A.To drive the camshaft and to cool the piston crown

B.To seal the combustion gases above the piston and to help conduct heat from the piston to the cylinder liner

C.To control the engine's fuel injection timing

D.To absorb all of the piston's side thrust in a trunk-piston engine

Explanation: Compression rings form a gas-tight seal between the piston and cylinder liner so that combustion pressure is not lost past the piston, and they also provide a metal-to-metal heat path that helps transfer heat from the hot piston crown into the cooler cylinder liner and jacket water. A worn or broken ring reduces compression, wastes power, and can allow blow-by gases into the scavenge space or crankcase.

9What is the main function of a diesel engine governor?

A.To control the timing of the exhaust valve opening

B.To sense engine speed and automatically adjust the fuel rack or pump output to maintain the set speed under changing load, and to act as a safeguard against overspeeding

C.To regulate the flow of jacket cooling water

D.To control the boost pressure delivered by the turbocharger

Explanation: The governor continuously compares actual engine speed against the set speed and moves the fuel rack to increase or decrease fuel delivery as load changes, keeping speed steady. Many governors also include an overspeed trip function that shuts off fuel if speed rises to a dangerous level, protecting the engine from a runaway condition.

10Why must cylinder jacket cooling water outlet temperature be kept within a controlled range rather than as cold as possible?

A.Colder water always improves engine efficiency with no downside

B.Running too cold increases the risk of cold corrosion on the liner wall from condensing sulfuric acid, while running too hot causes excessive thermal stress; the outlet temperature is therefore held within a specified band

C.Cooling water temperature has no effect on the cylinder liner

D.Colder jacket water increases piston ring wear regardless of other factors

Explanation: If the liner surface temperature drops below the acid dew point of the combustion products, sulfuric acid formed from sulfur in the fuel can condense on the liner wall and cause cold corrosion. Conversely, running too hot increases thermal stress and can affect lubricating oil film stability, so the jacket cooling water outlet temperature is controlled within a specified band, often using a thermostatic valve.

About the BD Marine Engineer Class 2 (Second Engineer) Exam

The Bangladesh DoS Marine Engineer Officer Class-2 Certificate of Competency is the country's unlimited Second Engineer qualification, allowing the holder to serve as Second Engineer Officer on any seagoing ship with main propulsion machinery of 3000 kW or more, under STCW Regulation III/2. Candidates must already hold a Class-3 (Officer in Charge of an Engineering Watch) Certificate of Competency and complete qualifying sea service as an engineering watch officer on ships of 3000 kW or more, together with approved management-level training and simulator assessment, before sitting seven written subject papers and an oral examination administered by the DoS COC Section.

Assessment

Certificate of Competency assessment under the Bangladesh Merchant Shipping Officers and Ratings Training, Certification, Recruitment, Work Hours and Watchkeeping Regulations (as amended), qualifying the holder to serve as Second Engineer Officer on a seagoing ship with main propulsion machinery of 3000 kW or more (unlimited power), in line with STCW Regulation III/2. To sit the examination, a candidate must already hold a Class-3 (Officer in Charge of an Engineering Watch) Certificate of Competency and have completed approved seagoing service of not less than 12 months as an engineering watch officer on ships of 3000 kW or more while holding that certificate, per STCW Regulation III/2, plus approved education, training and simulator assessment meeting STCW Code Section A-III/2. The Class-2 (Engine) examination itself consists of seven written subject papers, each requiring a minimum pass mark of 50%, plus an oral examination requiring a minimum pass mark of 70%.

Time Limit

Per the 2020 Amendment Regulations, each of the seven written subject examinations is three hours long, marked out of 100. DoS has not published a fixed time limit for the oral examination; confirm session arrangements with DoS or your maritime training institute.

Passing Score

Per the Bangladesh Merchant Shipping Officers and Ratings Training, Certification, Recruitment, Work Hours and Watchkeeping (Amendment) Regulations 2020, the Marine Engineer Officer Class-2 (Second Engineer) Certificate Examination requires a minimum pass mark of 50% in each written subject (Applied Mechanics, Applied Heat, Electro-technology, Naval Architecture, Machine Drawing, Engineering Knowledge General, and Engineering Knowledge Motor) and 70% in the oral examination. All written and oral examinations are conducted in English.

Exam Fee

DoS charges separate government fees for the assessment application, each written-subject examination application, the oral examination application, and certificate issuance, all paid online via the DoS ERP portal; these fees are set by the government and change periodically. Confirm the current fee schedule on the DoS ERP portal before applying. (Department of Shipping (DoS), Bangladesh, Ministry of Shipping)

BD Marine Engineer Class 2 (Second Engineer) Exam Content Outline

17%

Engineering Knowledge (Motor/Diesel Engines)

Two-stroke and trunk-piston engines, scavenging, turbocharging, fuel injection systems, governors, crankcase safety, cold corrosion, exhaust valve maintenance, indicator diagrams and dual-fuel engine basics.

14%

Engineering Knowledge (General)

Bearing materials, non-destructive testing, purifiers and fresh water generators, shaft alignment, vibration analysis, oil analysis, bolt tensioning, corrosion and gland packing.

Applied Mechanics

Torque and power transmission, factor of safety for lifting gear, Young's Modulus, stress and strain, torsional shaft stress, resonance and reduction gearboxes.

Applied Heat and Thermodynamics

The first law of thermodynamics, boiler safety valves, exhaust gas economisers, the refrigeration cycle, specific and latent heat, heat exchangers, superheated steam and boiler blowdown.

Electro-technology

Ohm's Law, AC generators, generator synchronising, transformers, insulation resistance testing, earth fault indication, circuit breakers, shaft generators and batteries.

Naval Architecture and Ship Construction

Metacentric height, free surface effect, watertight subdivision, load line, propeller slip and cavitation, rudder types, hull hogging/sagging and bilge keels.

Machine Drawing

Orthographic projection, sectional views, tolerances and fits, title blocks, screw thread representation and reading assembly drawings with a bill of materials.

Engine Room Management and Leadership

Engine Room Resource Management, watch handover, the Second Engineer's role as second-in-command, bridge-engine room communication, standing orders, fatigue management and delegation.

Maintenance Management and Dry-Docking

Planned maintenance systems, condition-based maintenance, critical spares, permits to work, classification survey types and dry-dock scope planning.

11%

Statutory, Safety and Environmental Regulations

SOLAS, MARPOL Annexes I, V and VI, the ISM Code, the ISPS Code, the Ballast Water Management Convention, Port State Control, enclosed space entry and fire classification.

How to Pass the BD Marine Engineer Class 2 (Second Engineer) Exam

What You Need to Know

Passing score: Per the Bangladesh Merchant Shipping Officers and Ratings Training, Certification, Recruitment, Work Hours and Watchkeeping (Amendment) Regulations 2020, the Marine Engineer Officer Class-2 (Second Engineer) Certificate Examination requires a minimum pass mark of 50% in each written subject (Applied Mechanics, Applied Heat, Electro-technology, Naval Architecture, Machine Drawing, Engineering Knowledge General, and Engineering Knowledge Motor) and 70% in the oral examination. All written and oral examinations are conducted in English.
Assessment: Certificate of Competency assessment under the Bangladesh Merchant Shipping Officers and Ratings Training, Certification, Recruitment, Work Hours and Watchkeeping Regulations (as amended), qualifying the holder to serve as Second Engineer Officer on a seagoing ship with main propulsion machinery of 3000 kW or more (unlimited power), in line with STCW Regulation III/2. To sit the examination, a candidate must already hold a Class-3 (Officer in Charge of an Engineering Watch) Certificate of Competency and have completed approved seagoing service of not less than 12 months as an engineering watch officer on ships of 3000 kW or more while holding that certificate, per STCW Regulation III/2, plus approved education, training and simulator assessment meeting STCW Code Section A-III/2. The Class-2 (Engine) examination itself consists of seven written subject papers, each requiring a minimum pass mark of 50%, plus an oral examination requiring a minimum pass mark of 70%.
Time limit: Per the 2020 Amendment Regulations, each of the seven written subject examinations is three hours long, marked out of 100. DoS has not published a fixed time limit for the oral examination; confirm session arrangements with DoS or your maritime training institute.
Exam fee: DoS charges separate government fees for the assessment application, each written-subject examination application, the oral examination application, and certificate issuance, all paid online via the DoS ERP portal; these fees are set by the government and change periodically. Confirm the current fee schedule on the DoS ERP portal before applying.

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BD Marine Engineer Class 2 (Second Engineer) Study Tips from Top Performers

1Since Class-2 has seven separate written papers plus an oral exam, build a study schedule that rotates through Applied Mechanics, Applied Heat, Electro-technology, Naval Architecture, Machine Drawing, and both Engineering Knowledge papers, rather than focusing only on engine theory - each written subject needs its own 50% pass mark to qualify for the oral.

2Practice reading and sketching orthographic and sectional views for Machine Drawing early, since many candidates underestimate this paper relative to the engineering knowledge subjects and lose otherwise-earned marks on tolerance, hatching, and title-block conventions.

3As Second Engineer you are the Chief Engineer's second-in-command, so revise watch handover, standing orders, delegation, and Engine Room Resource Management alongside the technical machinery topics - the oral examiner will probe how you organize and supervise the watch, not only what you know about the machinery itself.

4Pair each theory topic with the equivalent real-world task you have performed at sea, such as taking an indicator diagram, aligning a shaft with a jack-up test, or completing a permit to work before entering an enclosed space, since a Class-2 examiner commonly probes practical experience to confirm genuine Second Engineer-level competence.

Frequently Asked Questions

Who awards the Marine Engineer Class-2 Certificate of Competency and what does it qualify you to do?

The Department of Shipping (DoS), Bangladesh, under the Ministry of Shipping, awards the Class-2 (Engine) Certificate of Competency, which qualifies the holder to serve as Second Engineer Officer on any seagoing ship with main propulsion machinery of 3000 kW propulsion power or more, in line with STCW Regulation III/2. It is Bangladesh's unlimited-power Second Engineer qualification, one step below the Class-1 Chief Engineer certificate.

Is the Class-2 (Engine) examination written or oral?

Per the Bangladesh Merchant Shipping Officers and Ratings Training, Certification, Recruitment, Work Hours and Watchkeeping (Amendment) Regulations 2020, the Marine Engineer Officer Class-2 examination has seven written subject papers - Applied Mechanics, Applied Heat, Electro-technology, Naval Architecture, Machine Drawing, Engineering Knowledge General, and Engineering Knowledge Motor - each requiring a minimum pass mark of 50%, plus a separate oral examination requiring a minimum pass mark of 70%. Each written paper is three hours long and marked out of 100.

How many questions are in this practice bank and what topics does it cover?

This free bank has 100 multiple-choice questions covering engineering knowledge (motor and general), applied mechanics, applied heat and thermodynamics, electro-technology, naval architecture, machine drawing, engine room management and leadership, maintenance management and dry-docking, and statutory/safety/environmental regulations - the same subject areas tested in the official written papers plus the broader knowledge an oral examiner would probe for a Second Engineer candidate on unlimited-power vessels.

What eligibility route is needed to sit the Class-2 (Engine) examination?

Candidates must already hold a Class-3 (Officer in Charge of an Engineering Watch) Certificate of Competency and have completed approved seagoing service of not less than 12 months as an engineering watch officer on ships of 3000 kW propulsion power or more while holding that certificate, per STCW Regulation III/2, together with approved education, training and simulator assessment meeting STCW Code Section A-III/2. Confirm the exact eligibility route for your background with DoS.

How does the Class-2 (Second Engineer) certificate differ from the Class-1 (Chief Engineer) certificate?

Class-2 qualifies the holder to serve as Second Engineer Officer, the second-in-command of the engine department, on ships with main propulsion machinery of 3000 kW or more, and is examined through seven written papers plus an oral examination. Class-1 is the senior Chief Engineer certificate on the same size of ship, requires a prior Class-2 certificate plus further qualifying sea service, and per the current regulations is assessed by oral examination only. Both build on the same STCW Regulation III/2 management-level standard.