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Egypt Maritime Certificate of Competency — Deck Officer (COC Master)

Practice Questions100 questions

Exam Review

Key Facts: Egypt Maritime COC Engineer Exam

STCW III/2

Regulation

IMO Standards

60%

Final Exam Pass Mark

Bermuda Maritime Administration assessment, 2011

Arabic + English

Question Paper Languages

Egyptian national law

Decree 221/2013

Certification Framework

Egyptian Ministry of Transport

5 years

Validity Period

STCW Revalidation

Alexandria

Exam Center

AASTMT Abu Qir Campus

Oral + Written

Assessment Mode

MEC Examination System

The Egypt Maritime COC Marine Engineer assessment is set by the AASTMT Maritime Examination Center (MEC) in Alexandria under Egyptian Authority for Maritime Safety (EAMS) supervision, in line with Ministerial Decree No. 221 of 2013 and STCW Regulation III/2. Written subject papers are drawn at random from the MEC computerized question bank and issued in Arabic and English, and Chief Engineer candidates sit an oral examination of about 45 to 60 minutes before a panel of at least two examiners. Core subjects are diesel and turbine power plants, auxiliary machinery, physical and chemical properties, electro-technology, automation and control, naval architecture, and maritime law. This bank provides 100 English-language MCQ study-adaptation questions.

Sample Egypt Maritime COC Engineer Practice Questions

Try these sample questions to review concepts for the Egypt Maritime COC Engineer exam. Each question includes a detailed explanation. Start the interactive quiz above for the full 100+ question experience with AI tutoring.

1What is the primary function of the scavenge relief valve fitted to the scavenge air receiver of a large two-stroke marine diesel engine?

A.To protect the scavenge trunking from overpressure damage in the event of a scavenge fire or explosive ignition of unburnt oil residues.

B.To vent excess turbocharger boost air directly to the engine room when operating at reduced propeller rpm.

C.To supply emergency breathing air to the engine room during a total blackout.

D.To prevent cylinder exhaust gases from flowing back into the turbocharger turbine casing.

Explanation: Scavenge relief valves are statutory safety devices mounted on the scavenge air manifolds of two-stroke crosshead diesel engines. Their primary function is to relieve sudden excessive pressure buildup caused by scavenge space fires or combustion gas explosions, reseating automatically to prevent atmospheric oxygen from sustaining the combustion.

2In a medium-speed four-stroke trunk piston marine diesel engine, what component directly absorbs and transmits the side thrust to the cylinder liner?

A.The piston skirt.

B.The crosshead guide shoe.

C.The gudgeon pin end caps only.

D.The compression rings.

Explanation: In trunk piston engines, there is no crosshead assembly; the connecting rod connects directly to the gudgeon (wrist) pin inside the piston. Consequently, the transverse side thrust created by the angularity of the connecting rod is absorbed and transmitted directly to the cylinder liner wall by the cylindrical skirt of the piston.

3What is the primary design purpose of the crosshead, piston rod, and guide shoes in a slow-speed two-stroke marine propulsion engine?

A.To absorb transverse connecting-rod side thrust at the crosshead guides, allowing the piston rod to move in pure linear vertical reciprocation through the stuffing box.

B.To increase engine rotational speed above 500 rpm for high-speed container ship propulsion.

C.To eliminate the need for cylinder liner lubrication and cylinder oil dosing.

D.To allow the piston crown to rotate continuously inside the cylinder liner during operation.

Explanation: In slow-speed crosshead engines, the crosshead pin connects the piston rod to the connecting rod. Guide shoes sliding on crosshead guides absorb all transverse side thrust caused by connecting rod swing. This ensures that the piston rod moves in pure linear vertical reciprocation through the diaphragm stuffing box, isolating the crankcase from scavenge combustion residues.

4What condition causes turbocharger surging in a marine propulsion diesel engine during service?

A.A sudden drop in engine load, fouled turbine nozzle ring, or clogged air cooler causing compressor delivery pressure to exceed the pressure in the engine manifold, producing cyclic aerodynamic flow reversal.

B.An excessive supply of cooling water to the turbocharger charge air cooler below 10°C.

C.Excessive lubricating oil pressure supplied to the turbocharger sleeve bearings.

D.Operating the engine at maximum continuous rating (MCR) with completely clean air filters.

Explanation: Turbocharger surging occurs when the aerodynamic equilibrium across the centrifugal compressor breaks down, typically due to a sudden load decrease, severe fouling of turbine nozzles/blades, or fouled scavenge air coolers. The backpressure in the charge air receiver exceeds the compressor delivery pressure, causing cyclic, violent air reversal across the compressor impeller accompanied by loud banging noises.

5When analyzing an indicator diagram taken on a marine propulsion diesel cylinder, what does a noticeably rounded, low peak pressure occurring well after Top Dead Center (TDC) indicate?

A.Retarded fuel injection timing, excessively worn fuel pump plunger, or severe fuel injector nozzle hole erosion causing delayed combustion.

B.Excessively advanced fuel injection timing causing pre-ignition.

C.Excessive scavenge air pressure delivered from the auxiliary blowers.

D.A broken exhaust valve spring causing the exhaust valve to remain permanently open.

Explanation: A rounded combustion curve with a noticeably low peak pressure (Pmax) occurring late after TDC is characteristic of retarded injection timing, severe plunger/barrel leakage, or dripping/poorly atomized fuel. Combustion starts late and drags into the expansion stroke, resulting in low peak pressure, loss of thermal efficiency, and elevated exhaust gas temperatures.

6What is the primary operational purpose of taking a 'draw card' (out-of-phase indicator diagram, approximately 90° out of phase) on a marine diesel engine cylinder?

A.To expand the horizontal scale around Top Dead Center, allowing detailed visual evaluation of injection timing, ignition delay, and the rate of pressure rise during combustion.

B.To calculate the total indicated power and mean indicated pressure of the engine cycle.

C.To measure the mechanical friction losses occurring in the crosshead guide shoes.

D.To calibrate the physical opening pressure of the cylinder safety relief valve.

Explanation: In a standard indicator card (in-phase), piston motion near TDC is very slow, causing the combustion line to be compressed into a narrow vertical spike. A draw card is taken by pulling the indicator cord manually or driving it 90° out of phase, where piston speed is at its maximum. This expands the combustion process along the horizontal axis, revealing ignition delay, injection point, and pressure rise rate.

7A 6-cylinder two-stroke slow-speed marine diesel engine operates at 105 rpm. Each cylinder has a bore of 0.60 m and a stroke of 2.00 m. If the average mean indicated pressure (MIP) is 16.0 bar (1.60 x 10^6 N/m^2), what is the total indicated power developed by the engine?

A.Approximately 9,500 kW (9.5 MW).

B.Approximately 4,750 kW (4.75 MW).

C.Approximately 19,000 kW (19.0 MW).

D.Approximately 12,200 kW (12.2 MW).

Explanation: For a two-stroke engine, there is 1 power stroke per revolution per cylinder. Power per cylinder P = P_m * L * A * N, where P_m = 1.6 x 10^6 N/m^2, L = 2.00 m, A = pi * (0.30)^2 = 0.28274 m^2, and N = 105 / 60 = 1.75 rev/s. Cylinder power = 1.6 x 10^6 * 2.00 * 0.28274 * 1.75 = 1,583,362 W = 1,583.4 kW. For 6 cylinders: Total Indicated Power = 6 * 1,583.4 kW = 9,500 kW (~9.5 MW).

8What is the mandatory action the engineering watch officer must take immediately upon the activation of an Oil Mist Detector (OMD) alarm on the main propulsion engine?

A.Slow down and stop the engine, trip fuel, maintain lube oil circulation, keep crankcase doors closed for at least 20 to 30 minutes, and prepare fire extinguishing appliances.

B.Immediately open the crankcase inspection doors to visually inspect the running gear and locate the hot bearing.

C.Increase cylinder oil injection dosing to maximum to lubricate the overheating component.

D.Accelerate the engine to maximum rpm to purge the oil mist out of the engine breather pipe.

Explanation: An OMD alarm means the oil mist generated by an overheating bearing, crosshead or piston has reached the alarm threshold — typically around 1.4 mg/l, roughly 2.5% of the lower explosive limit of oil mist — so a hot spot exists and the crankcase atmosphere is heading toward an explosive mixture. Opening crankcase doors lets fresh air rush into the hot, mist-laden crankcase and triggers a violent secondary explosion. The engine must be slowed and stopped, fuel tripped, lube oil circulation maintained, and the crankcase left closed for at least 20 to 30 minutes to cool before cautious opening.

9Under SOLAS Chapter II-1 Regulation 27, what is the operating principle of a spring-loaded crankcase explosion relief valve fitted to a marine diesel engine?

A.It opens rapidly at an internal overpressure of approximately 0.1 to 0.2 bar to vent explosion pressure, and instantly snaps shut to prevent fresh air ingress.

B.It remains permanently open to allow continuous engine room atmospheric ventilation into the crankcase.

C.It automatically floods the crankcase with seawater whenever crankcase pressure exceeds atmospheric pressure.

D.It trips the engine governor to the fuel shutoff position via mechanical linkage.

Explanation: Crankcase explosion relief valves have lightweight non-ferrous discs held closed by light springs, calibrated to open at approximately 0.1 to 0.2 bar overpressure during a primary explosion. Crucially, a flame arrestor (wire gauze) cools venting gases, and the valve disc immediately snaps shut under spring force to prevent atmospheric oxygen from entering the crankcase and feeding a violent secondary explosion.

10In modern electronically controlled two-stroke marine diesel engines (such as MAN B&W ME-C and WinGD RT-flex), what system replaces the traditional mechanical camshaft?

A.A high-pressure Hydraulic Power Supply (HPS) with electronic control units (ECUs) modulating electro-hydraulic valves for fuel injection and exhaust valve actuation.

B.Pneumatic air motors connected directly to individual fuel rack linkages.

C.Variable frequency electric stepper motors mounted directly inside each cylinder head.

D.A magnetic induction flywheel drive directly triggering mechanical fuel pump pushrods.

Explanation: Camless two-stroke engines (MAN ME-C and WinGD RT-flex) replace the mechanical camshaft, chain drive, and cam rollers with a Hydraulic Power Supply (HPS) delivering system lube oil or hydraulic oil at 200–300 bar. Electronic Control Units (ECUs) dynamically control electro-hydraulic proportional valves to actuate fuel injectors and hydraulic exhaust valves with infinitely variable timing.

About the Egypt Maritime COC Engineer Exam

The Egypt Maritime Certificate of Competency (COC) for Marine Engineers (Chief Engineer / Second Engineer) is the statutory qualification issued by the Egyptian Authority for Maritime Safety (EAMS) under Egyptian Ministerial Decree No. 221 of 2013 (as amended) and the international STCW Convention (Regulation III/2). The examinations are set and conducted by the Maritime Examination Center (MEC) at the Arab Academy for Science, Technology and Maritime Transport (AASTMT) in Alexandria. The official assessment is mainly written — conventional subject papers requiring calculations, diagrams and explanatory text, issued in both Arabic and English — with an oral examination before a panel of examiners at Chief Engineer level. This practice bank is an independent English-language multiple-choice study adaptation of that assessable knowledge; it is not an official translation, an official-format simulation, or a substitute for the written papers or the oral examination.

Exam sponsor: Egyptian Authority for Maritime Safety (EAMS) & AASTMT Maritime Examination Center (MEC). The requirements and fees below concern the certification or admission exam, separate from our free practice resources.

Assessment

Written subject papers assembled at random by computer from the MEC question and model-answer bank, marked anonymously against a set marking scheme, covering diesel/steam/gas turbine power plants, auxiliary machinery, physical and chemical properties, marine electro-technology and electronics, automation instrumentation and control, naval architecture and ship construction, and maritime law and personnel management. At Chief Engineer level the examination is conducted as an oral examination before a panel of at least two examiners.

Time Limit

About 2 hours per written subject paper; Chief Engineer oral examination typically 45 minutes to 1 hour

Passing Score

60% in the final Certificate of Competency examinations (Bermuda Department of Maritime Administration assessment of the Egyptian system, 2011); no current figure is published by EAMS or the MEC

Exam / Certification Fees

Fees are set by EAMS and paid on application; no public fee schedule is published, so candidates must confirm the current amount with the MEC registration office.

Exam sponsor website

Fees, eligibility, and exam policies can change. Confirm them with the exam sponsor before applying or paying.

Official sources

Our practice resources: topics covered

We aim to reflect publicly available exam outlines and topic information in our study resources. Coverage, format, and difficulty may differ from the actual exam, and we cannot guarantee that every detail is accurate or current. Confirm exam requirements, fees, and policies with the official exam sponsor.

~25%

Diesel, Steam & Gas Turbine Power Plants

Two-stroke and four-stroke marine diesel engines, fuel injection systems, turbocharging, indicator cards, power balance, shafting, and propulsion operation. MEC does not publish per-topic weightings, so this bank is split evenly across the official subject groups.

~25%

Auxiliary Machinery & Physical/Chemical Properties

Auxiliary boilers and water chemistry, heat exchangers, refrigeration/air conditioning, fresh water generators, air compressors, purifiers, fuel and lubricant properties, bilge/ballast systems, and steering gear.

~25%

Marine Electro-Technology, Automation & Control

Shipboard AC/DC electrical distribution, 440V and high voltage (HV) safety, marine generators, circuit breakers, sensors, PID controllers, and automation systems.

~25%

Naval Architecture, Ship Construction, Safety & Maritime Law

Ship construction, transverse stability, trim, drydocking, corrosion control, fixed firefighting systems, MARPOL Annexes I-VI compliance, and management-level safety and legal responsibilities.

Preparing for the Egypt Maritime COC Engineer Exam

What You Need to Know

Passing score: 60% in the final Certificate of Competency examinations (Bermuda Department of Maritime Administration assessment of the Egyptian system, 2011); no current figure is published by EAMS or the MEC
Assessment: Written subject papers assembled at random by computer from the MEC question and model-answer bank, marked anonymously against a set marking scheme, covering diesel/steam/gas turbine power plants, auxiliary machinery, physical and chemical properties, marine electro-technology and electronics, automation instrumentation and control, naval architecture and ship construction, and maritime law and personnel management. At Chief Engineer level the examination is conducted as an oral examination before a panel of at least two examiners.
Time limit: About 2 hours per written subject paper; Chief Engineer oral examination typically 45 minutes to 1 hour
Exam / certification fees: Fees are set by EAMS and paid on application; no public fee schedule is published, so candidates must confirm the current amount with the MEC registration office. Official sources

Using Our Practice Resources

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Egypt Maritime COC Engineer: Suggested Study Strategy

1Practice indicator card interpretation: know how to calculate indicated power, mean indicated pressure (MIP), and identify faulty fuel injection timing or leaking exhaust valves.

2Review high-voltage electrical safety: understand marine vacuum circuit breakers, interlocking safety keys, earthing procedures, and permit-to-work systems.

3Master boiler water treatment: understand alkalinity, phosphate limits, chloride contamination diagnostics, and blowdown calculations.

4Know MARPOL regulations cold, specifically Annex I (15 ppm oily water separator requirements and Oil Record Book Part I) and Annex VI (NOx Tier III and low-sulfur fuel management).

5Practise writing full answers, not just picking options: the official papers ask for calculations, sketches and explanatory text, so work each power, heat-balance and electrical problem out longhand before checking the choice.

6Be prepared to explain emergency procedures out loud for the oral examination: emergency steering changeover, black start procedures, and fixed CO2 flooding sequence.

Frequently Asked Questions

What is the Egypt Maritime Certificate of Competency for Marine Engineers?

The Egypt Maritime Certificate of Competency (COC) for Marine Engineers (Chief Engineer / Second Engineer) is the official seafarer licence issued by the Egyptian Authority for Maritime Safety (EAMS) under STCW Regulation III/2. It qualifies the engineer to serve as Chief Engineer or Second Engineer on seagoing ships powered by main propulsion machinery of 3,000 kW propulsion power or more.

Where are the marine engineering examinations administered in Egypt?

All national marine engineering examinations for Certificates of Competency are organized and held at the Maritime Examination Center (MEC) at the Arab Academy for Science, Technology and Maritime Transport (AASTMT) in Abu Qir, Alexandria, under EAMS accreditation.

What is the format of the Marine Engineer COC exam?

It is mainly a written examination. Subject papers covering diesel engines, electro-technology, automation and control, naval architecture, marine engineering knowledge, and law and management are assembled at random by computer from the MEC question and model-answer bank, and candidates write out calculations, sketches and explanatory text; scripts are marked anonymously against a set marking scheme. At Chief Engineer level the assessment is conducted as an oral examination of roughly 45 to 60 minutes before a panel of at least two examiners.

What language is the Egyptian COC examination held in?

Egyptian national law requires the final Certificate of Competency question papers to be issued in both Arabic and English, and candidates may answer in either language; in practice most Egyptian candidates answer in Arabic.

Is this practice question bank an official examination simulator?

No. This is an independent English-language multiple-choice study adaptation developed by OpenExamPrep. The official examination is mainly written long-form, is issued in Arabic and English, and is conducted orally at Chief Engineer level, so this bank cannot simulate its format or language environment and is not an official translation. It is designed to drill the assessable technical knowledge, calculations and safety judgment required under STCW Regulation III/2 and the AASTMT Chief Engineer COC subject list.