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ΚΕΣΕΝ Πλοιάρχων Promotional Examinations — Master/Chief Mate Certificate of Competency (Πλοίαρχος Α΄ & Β΄ τάξης Ε.Ν., Greece)

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Exam Review

Key Facts: ΚΕΣΕΝ Μηχανικών Exam

STCW III/2

Convention Standard

IMO STCW 1978/2010

50 / 100

Pass Mark Per Subject

Κ.Σ./ΚΕΣΕΝ άρθρα 25-26

€0

Tuition / Exam Fee

Υ.ΝΑ.Ν.Π. Public Training

π.δ. 141/2014

Statutory Authority

ΦΕΚ Α΄ 232/2014

735 / 112 hrs

Cycle Hours (Class B / A)

Κ.Σ./ΚΕΣΕΝ άρθρο 12

Greek (el)

Official Exam Language

Κ.Σ./ΚΕΣΕΝ άρθρο 21

Written Paper

Official Assessment Format

Κ.Σ./ΚΕΣΕΝ άρθρο 24

The ΚΕΣΕΝ Μηχανικών promotional examinations are state-mandated qualifying assessments administered by ΚΕΣΕΝ under the Hellenic Coast Guard and Ministry of Maritime Affairs (Υ.ΝΑ.Ν.Π.) pursuant to Presidential Decree 141/2014 and STCW Regulation III/2. Engineer officers complete modular cycles for Μηχανικός Β΄ (3 cycles, 735 hours) and Μηχανικός Α΄ (1 cycle, 112 hours), evaluated through written subject examinations with a 50/100 passing threshold per subject. Tuition is free and students receive a statutory training allowance. Core syllabus domains comprise marine diesel engines, auxiliary machinery and boilers, electrical installations and automation, and naval architecture and environmental law. This bank provides 100 English-language MCQ study-adaptation questions with complete rationales and worked calculations.

Sample ΚΕΣΕΝ Μηχανικών Practice Questions

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1A 6-cylinder, 2-stroke slow-speed marine propulsion diesel engine has a cylinder bore of 700 mm and a piston stroke of 2,800 mm. At 90 rev/min the mean indicated pressure taken from the indicator cards is 18.5 bar. What is the total indicated power developed by the engine?

A.8,971 kW

B.35,883 kW

C.17,942 kW

D.2,990 kW

Explanation: Indicated power per cylinder = pm × L × A × N, with pm in kN/m², L in metres, A in m², and N in power strokes per second. Here pm = 1,850 kN/m², L = 2.80 m, A = π × 0.35² = 0.38485 m², and for a 2-stroke engine every revolution is a power stroke, so N = 90/60 = 1.5 per second. Power per cylinder = 1,850 × 2.80 × 0.38485 × 1.5 = 2,990 kW, and for six cylinders the total indicated power is 6 × 2,990 = 17,942 kW, about 17.9 MW.

2A main engine develops a steady brake power of 15,000 kW. Over a 24-hour sea passage the vessel burns 61.2 tonnes of fuel with a lower calorific value of 42.7 MJ/kg. What are the specific fuel oil consumption and the brake thermal efficiency of the plant?

A.SFOC 170.0 g/kWh; brake thermal efficiency 49.6%

B.SFOC 204.0 g/kWh; brake thermal efficiency 41.3%

C.SFOC 145.0 g/kWh; brake thermal efficiency 58.1%

D.SFOC 255.0 g/kWh; brake thermal efficiency 33.0%

Explanation: Work delivered in 24 hours = 15,000 × 24 = 360,000 kWh. Fuel burned = 61.2 t = 61,200,000 g, so SFOC = 61,200,000 / 360,000 = 170.0 g/kWh. The heat supplied per kilowatt-hour is 0.170 kg × 42,700 kJ/kg = 7,259 kJ, and since one kilowatt-hour of work is 3,600 kJ, the brake thermal efficiency is 3,600 / 7,259 = 0.496, that is 49.6% — a figure typical of a modern large two-stroke at its economical load.

3An out-of-phase (draw) indicator card taken from a 2-stroke diesel cylinder shows an abnormally high maximum combustion pressure, with the pressure rise beginning noticeably before top dead centre, and a sharp metallic knock is audible. What is the most probable fault?

A.Retarded fuel injection timing, causing late burning during the expansion stroke.

B.Advanced fuel injection timing, so that combustion begins too early while the piston is still rising on compression.

C.Severely choked scavenge ports, giving insufficient combustion air.

D.A leaking exhaust valve seat allowing blow-by into the exhaust receiver.

Explanation: Injecting too early gives the fuel a long period in a hot, still-compressing charge, so a large proportion burns before top dead centre. The result is a very steep rate of pressure rise, an excessive maximum pressure superimposed on the compression pressure, and the characteristic knock, along with high mechanical loading of the crosshead, crankpin, and running gear. Retarded timing produces the mirror image: low maximum pressure and high exhaust temperature as combustion trails into the expansion stroke.

4What is the purpose of Variable Injection Timing (VIT) on a modern marine propulsion diesel engine?

A.To retard injection at full load so as to raise exhaust temperature for steam production in the economiser.

B.To equalise the fuel pump rack positions across all cylinders irrespective of exhaust temperature spread.

C.To cut fuel to alternate cylinders during slow steaming.

D.To advance injection timing as load falls below the maximum continuous rating, so that maximum combustion pressure is held at or near its design value and fuel consumption improves at part load.

Explanation: Without intervention, maximum combustion pressure falls away steadily as engine load is reduced, and with it cycle efficiency. Variable injection timing — mechanically through an adjustable pump barrel or lead, or electronically in a common rail engine — advances the start of injection as load falls from full power down to around three-quarters, holding maximum pressure at the highest value the structure permits. Because ships spend most of their time at part load, the reduction in specific fuel consumption over a voyage is substantial.

5Why must residual marine fuels be heated so as to reach a kinematic viscosity of roughly 10 to 15 cSt at the fuel injection pumps?

A.To obtain proper atomisation and spray penetration in the combustion chamber: too high a viscosity gives coarse droplets and afterburning, while too low a viscosity leaves the pump plungers inadequately lubricated and risks vapour lock.

B.To prevent sulphur trioxide forming inside the fuel supply piping.

C.To raise the fuel above 180°C and sterilise bacteria in the bunker tanks.

D.To lower the density of the fuel below that of sea water so that water separates by gravity in the engine fuel rail.

Explanation: Injection equipment is designed around a narrow viscosity band, typically 10 to 15 cSt at the pump inlet. Above that band the injector cannot break the fuel into fine droplets: the spray penetrates poorly, combustion trails on into the expansion stroke, and the result is soot, burnt exhaust valves, and fouled turbochargers. Below it, the fuel no longer forms an adequate film between plunger and barrel, so the pumps scuff and seize, internal leakage rises, and lighter fractions can flash off and cause vapour locking.

6What sequence of events leads to a scavenge space fire in a 2-stroke crosshead engine, and what is the first indication in the engine room?

A.Water leaking from the charge air cooler reacting with scavenge air; indicated by falling scavenge manifold pressure.

B.Failure of the turbocharger thrust bearing flooding the compressor with oil; indicated by sudden engine overspeed.

C.Unburnt cylinder oil and carbon residues accumulating in the scavenge trunk because of worn piston rings or leaking injectors, ignited by hot combustion gas blowing past the piston; indicated by a rise in scavenge and exhaust temperature on the affected unit.

D.Excessive cylinder oil alkalinity reacting with fuel vanadium; indicated by rising jacket water expansion tank pressure.

Explanation: Drainings of unburnt cylinder lubricant, carbon, and fuel from a defective injector collect on the scavenge floor and diaphragm plate. When piston rings are worn, broken, or stuck, hot gas blows past the piston into the trunk and ignites those deposits. The first signs are a rise in scavenge air temperature and in exhaust temperature on that unit, followed by surging or loss of power, hot or blistering paint on the scavenge doors, and smoke from the scavenge drains. The response is to reduce to dead slow or stop, shut off the fuel and cylinder oil to that unit, close the scavenge drains, and let the fire burn out or smother it with the fixed extinguishing connection — never by opening the doors.

7After an oil mist detector alarm or a suspected crankcase hot spot, why must the engine be stopped and a substantial waiting period observed before any crankcase door is opened?

A.To let the oil drain fully into the sump so that it does not spill on the floor plates.

B.To allow the overheated component to cool below the ignition temperature of the lubricating oil before fresh air is admitted, so that a secondary crankcase explosion is not triggered.

C.To allow the crankcase relief valves to re-seat under their springs.

D.To let the starting air distributor reset to the number one firing position.

Explanation: A hot spot such as a seizing bearing vaporises the lubricating oil around it, and the vapour condenses in the cooler parts of the crankcase into a fine white mist. If that mist reaches its lower flammable limit a primary explosion follows, which is what the relief valves are there to vent. The far greater danger is the secondary explosion: opening a door while the hot spot is still above the oil's ignition temperature admits a rush of air into a fuel-rich space and can produce a blast that destroys the engine room and kills those nearby. Waiting until the hot spot has cooled is therefore mandatory, and the engine must not be turned over in the meantime.

8Why is lubrication of the crosshead (top end) bearing in a large 2-stroke engine more demanding than lubrication of the crankpin and main journal bearings?

A.The crosshead pin runs at three times crankshaft speed and generates large centrifugal loads.

B.The bearing is exposed directly to combustion gas passing the piston skirt.

C.The crosshead pin is made of cast lead, which melts at normal running temperatures.

D.The pin only oscillates through a small arc rather than rotating, and in a single-acting engine the load never fully reverses, so a hydrodynamic wedge cannot form and re-form as it does in a fully rotating bearing.

Explanation: A journal bearing builds its oil film because the shaft rotates continuously and drags oil into a converging wedge, and because the load direction reverses each cycle so the film can be replenished. The crosshead pin does neither: it swings through only a small angle, and gas and inertia loads in a single-acting engine keep it pressed against the lower shell for almost the whole cycle. Manufacturers therefore supply the crosshead through a dedicated booster pump at high pressure, feeding oil into grooves and pockets that lift the pin and re-establish the film during the brief period of reduced load near the top of the stroke.

9A 12,000 kW two-stroke propulsion engine runs at its full continuous rating with a cylinder oil feed rate of 0.80 g/kWh. If the cylinder oil has a density of 0.92 kg/litre, what is the daily consumption of cylinder oil in litres over 24 hours?

A.250.4 litres per day

B.230.4 litres per day

C.272.2 litres per day

D.184.3 litres per day

Explanation: Daily work output = 12,000 kW × 24 h = 288,000 kWh. Mass of cylinder oil = 288,000 × 0.80 = 230,400 g = 230.4 kg. Converting mass to volume at the stated density gives 230.4 / 0.92 = 250.4 litres per day. Keeping this figure under review against the measured feed and the drain oil analysis is how the engineer confirms that the feed rate is right for the fuel sulphur and the engine load.

10When burning very low sulphur fuel oil or marine gas oil, what damage occurs if the cylinders continue to be lubricated with a traditional high base number cylinder oil?

A.Severe cold corrosion of the liner from excess sulphuric acid.

B.Immediate dilution and degradation of the crankcase system oil.

C.Unneutralised calcium-based additives bake into hard, abrasive ash deposits on the piston crown top land and in the ring grooves, leading to ring sticking, bore polishing, and scuffing.

D.Cavitation erosion of the exhaust valve spindle hydraulic damper.

Explanation: The base number of a cylinder oil measures its capacity to neutralise the sulphuric acid formed when sulphur in the fuel burns and condenses on the liner. With a low-sulphur fuel very little acid is produced, so the detergent-neutralising additives in a high base number oil are left unconsumed. They bake onto the piston top land and into the ring grooves as hard calcium-rich ash, which then acts as an abrasive, wipes the oil film from the liner, and produces bore polishing, sticking rings, and scuffing. The remedy is to match the oil's base number to the fuel sulphur, using a low base number product on low-sulphur fuel.

About the ΚΕΣΕΝ Μηχανικών Exam

The Greek Merchant Marine Engineer Rank Upgrade Examinations are the statutory promotional assessments administered by the Centre for Further Training of Merchant Marine Officers (ΚΕΣΕΝ Μηχανικών / Κέντρο Επιμόρφωσης Στελεχών Εμπορικού Ναυτικού) under the Ministry of Maritime Affairs and Insular Policy (Υ.ΝΑ.Ν.Π.) and Presidential Decree 141/2014 (as amended by π.δ. 54/2016, π.δ. 111/2018, and π.δ. 42/2023). Following qualifying seagoing service on vessels >750 kW, engineer officers attend promotional educational cycles for Class B (Μηχανικός Β΄ τάξης / Second Engineer, 3 cycles totalling 735 hours) and Class A (Μηχανικός Α΄ τάξης / Chief Engineer, 1 cycle of 112 hours) governed by the KESEN Study Regulation (Υ.Α. 2231.3-1/78555/2024, ΦΕΚ Β΄ 6215/2024 as amended by ΦΕΚ Β΄ 1058/2026). Official examinations are conducted in Greek on stamped paper, incorporating multiple-choice questions, essay problems, and technical calculations. This practice bank is an independent English-language multiple-choice study adaptation referencing Greek statutory and technical terms alongside IMO Standard Marine Communication Phrases (SMCP); it is not an official translation, examination simulator, or substitute for the written papers.

Exam sponsor: ΚΕΣΕΝ/Μηχανικών (Κέντρο Επιμόρφωσης Στελεχών Εμπορικού Ναυτικού) / Υπουργείο Ναυτιλίας και Νησιωτικής Πολιτικής (Υ.ΝΑ.Ν.Π.) / Αρχηγείο Λ.Σ.-ΕΛ.ΑΚΤ.. The requirements and fees below concern the certification or admission exam, separate from our free practice resources.

Assessment

One written paper per subject at the end of each promotional cycle, sat on stamped, name-masked paper (κόλλα αναφοράς). Μηχανικοί Α΄ τάξης attend 1 cycle of 112 hours (20 working days: 16 teaching + 4 examination) in Electrical Installations II, Professional Knowledge, General Knowledge and Ship Management, and Maritime English. Μηχανικοί Β΄ τάξης complete 3 cycles of 245 hours each (735 hours over 124 working days) covering, in the first cycle, Naval Architecture I, Thermodynamics, Professional Knowledge and Safety, Applied and Fluid Mechanics, Maritime English, Maintenance Techniques, and Electrical Installations I; in the second, Electronics and Power Electronics, Naval Architecture II, Automatic Control, Internal Combustion Engines and Gas Turbines, Steam Turbines and Boilers, and Materials Technology; and in the third, Internal Combustion Engines, Human Resource Management, Refrigerating and Air Conditioning Installations, Maritime Law and Regulations, Auxiliary Machinery and Refrigeration, and Marine Electrotechnics. Papers combine multiple-choice items, technical development topics, and numerical thermodynamic, electrical, and stability calculations.

Time Limit

1.5 to 3 hours per written subject examination (extendable by up to 30 minutes)

Passing Score

50 out of 100 per subject (failing any subject fails the cycle; mean grades: 50–69 Καλή, 70–89 Πολύ Καλή, 90–100 Άριστη)

Exam / Certification Fees

None (tuition-free public education under the Ministry of Maritime Affairs; attendees receive a statutory training allowance/επιδότηση during compulsory attendance under άρθρο 31 of Κ.Σ./ΚΕΣΕΝ)

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.

21%

Marine Diesel Engines, Turbines & Thermodynamics (Μ.Ε.Κ.-Αεριοστρόβιλοι, Ατμοστρόβιλοι-Ατμολέβητες, Θερμοδυναμική)

175 of the 847 compulsory teaching hours across the Μηχανικός Β΄ and Α΄ cycles: internal combustion engines and gas turbines, steam turbines and boilers, and thermodynamics — indicator diagrams, mean indicated pressure and power, specific fuel consumption, injection timing, turbocharging and surging, crankcase and scavenge space safety, and dual-fuel operation.

22%

Auxiliary Machinery, Maintenance Techniques, Applied Mechanics & Materials (Βοηθητικά Μηχανήματα-Ψύξη, Τεχνικές Συντήρησης, Τεχνική Μηχανική-Μηχανική Ρευστών, Ψυκτικές Εγκαταστάσεις, Τεχνολογία Υλικών)

188 teaching hours: pumps and the affinity laws, cavitation, separators and their operating water systems, air compressors, refrigeration and air conditioning, fresh water generators and reverse osmosis, boiler water treatment, heat exchangers, steering gear, and deck machinery hydraulics.

23%

Marine Electrical Installations, Electronics & Automatic Control (Ηλεκτρικές Εγκαταστάσεις Ι-ΙΙ, Ηλεκτρονικά, Αυτόματος Έλεγχος, Ναυτική Ηλεκτροτεχνία)

199 teaching hours: three-phase circuit calculations, insulated neutral distribution and earth faults, high-voltage systems and safe working procedures, synchronising and real and reactive load sharing, switchboard protection and preferential tripping, PID control, instrumentation, and unattended machinery space arrangements.

Naval Architecture, Stability, Resistance & Propulsion (Ναυπηγία Ι & ΙΙ)

62 teaching hours: stability, resistance and propulsion in naval architecture I and ship construction and dynamics in naval architecture II — free surface effect, drydocking upthrust and the critical period, hull girder hogging and sagging, permeability, and damage stability from the engineer's standpoint.

18%

Professional Knowledge, Safety, Maritime Law & Personnel Management (Επαγγελματικές Γνώσεις-Ασφάλεια, Ναυτικό Δίκαιο-Κανονισμοί, Διαχείριση Ανθρώπινου Δυναμικού, Γενικές Γνώσεις-Διαχείριση Πλοίου)

154 teaching hours across the Μηχανικός Β΄ cycles and the whole Μηχανικός Α΄ cycle: MARPOL Annex I oily water and oil record book requirements, Annex VI sulphur, NOx and greenhouse gas measures, SOLAS fire safety and machinery arrangements, the ISM Code, and Greek maritime law including π.δ. 141/2014 and the ΚΔΝΔ.

Maritime English (Ναυτικά Αγγλικά)

69 teaching hours examined as a subject in its own right in both streams, reflecting the regulation's requirement that every technical term be taught with its English equivalent per the IMO Standard Marine Communication Phrases. This English-language bank reinforces that terminology in context but does not reproduce the official Ναυτικά Αγγλικά paper.

Preparing for the ΚΕΣΕΝ Μηχανικών Exam

What You Need to Know

Passing score: 50 out of 100 per subject (failing any subject fails the cycle; mean grades: 50–69 Καλή, 70–89 Πολύ Καλή, 90–100 Άριστη)
Assessment: One written paper per subject at the end of each promotional cycle, sat on stamped, name-masked paper (κόλλα αναφοράς). Μηχανικοί Α΄ τάξης attend 1 cycle of 112 hours (20 working days: 16 teaching + 4 examination) in Electrical Installations II, Professional Knowledge, General Knowledge and Ship Management, and Maritime English. Μηχανικοί Β΄ τάξης complete 3 cycles of 245 hours each (735 hours over 124 working days) covering, in the first cycle, Naval Architecture I, Thermodynamics, Professional Knowledge and Safety, Applied and Fluid Mechanics, Maritime English, Maintenance Techniques, and Electrical Installations I; in the second, Electronics and Power Electronics, Naval Architecture II, Automatic Control, Internal Combustion Engines and Gas Turbines, Steam Turbines and Boilers, and Materials Technology; and in the third, Internal Combustion Engines, Human Resource Management, Refrigerating and Air Conditioning Installations, Maritime Law and Regulations, Auxiliary Machinery and Refrigeration, and Marine Electrotechnics. Papers combine multiple-choice items, technical development topics, and numerical thermodynamic, electrical, and stability calculations.
Time limit: 1.5 to 3 hours per written subject examination (extendable by up to 30 minutes)
Exam / certification fees: None (tuition-free public education under the Ministry of Maritime Affairs; attendees receive a statutory training allowance/επιδότηση during compulsory attendance under άρθρο 31 of Κ.Σ./ΚΕΣΕΝ) Official sources

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ΚΕΣΕΝ Μηχανικών: Suggested Study Strategy

1Master indicator card interpretation: calculate indicated power using P_ind = (P_mean * L * A * N * n) / 60, identify draw cards for injection timing, and diagnose power imbalance across cylinders.

2Work through marine electrical and High Voltage safety: learn permit-to-work procedures, earthing, synchroscope operation, reverse power protection, and preferential tripping.

3Understand centrifugal purifier operation: gravity disc selection formulas based on fuel oil density and temperature, operating water cycle, and separation faults.

4Memorize MARPOL Annex I and VI limits: 15 ppm bilge separator alarm requirements, 0.50% global fuel sulfur cap, 0.10% ECA sulfur cap, and NOx Tier III limits in Emission Control Areas.

5Review boiler water chemical parameters: phosphate, caustic alkalinity, chloride levels, and hydrazine/oxygen scavenger dosing to prevent caustic embrittlement and scale formation.

Frequently Asked Questions

What is the ΚΕΣΕΝ Μηχανικών examination?

The ΚΕΣΕΝ Μηχανικών examinations are the official statutory promotional assessments administered by the Centre for Further Training of Merchant Marine Officers (ΚΕΣΕΝ / Κέντρο Επιμόρφωσης Στελεχών Εμπορικού Ναυτικού) under the Greek Ministry of Maritime Affairs and Insular Policy (Υ.ΝΑ.Ν.Π.) and Presidential Decree 141/2014. Successful completion of the relevant promotional cycles is mandatory for engineer officers to obtain the Greek state Certificate of Competency (Αποδεικτικό Ναυτικής Ικανότητας) for Second Engineer (Μηχανικός Β΄ τάξης Ε.Ν., STCW III/2) and Chief Engineer (Μηχανικός Α΄ τάξης Ε.Ν., STCW III/2).

What promotional classes are covered by ΚΕΣΕΝ Μηχανικών?

ΚΕΣΕΝ delivers promotional educational cycles exclusively for Class B (Β΄ τάξης - Second Engineer) and Class A (Α΄ τάξης - Chief Engineer). Entry-level Class C (Γ΄ τάξης - Third Engineer / OOW Engine) diplomas are awarded directly upon graduation from the Merchant Marine Academies (ΑΕΝ Μηχανικών) and do not involve a ΚΕΣΕΝ promotional cycle.

What is the structure, duration, and passing score of the examinations?

Under the KESEN Study Regulation (Υ.Α. 2231.3-1/78555/2024, ΦΕΚ Β΄ 6215/2024 as amended by ΦΕΚ Β΄ 1058/2026), Μηχανικοί Α΄ attend 1 cycle of 112 teaching hours (20 working days: 16 teaching + 4 examination days), while Μηχανικοί Β΄ complete 3 cycles of 245 hours each (total 735 hours across 124 working days). Each subject paper lasts between 1.5 and 3 hours (extendable up to 30 minutes) on stamped paper (κόλλα αναφοράς). The passing score is 50 out of 100 per subject; failing even one subject fails the cycle.

Are there examination or tuition fees at ΚΕΣΕΝ?

No. ΚΕΣΕΝ is a tuition-free public maritime educational institution. Under άρθρο 31 of the Study Regulation, attending seafarers are actually paid a statutory training allowance (επιδότηση) during compulsory attendance, which is withheld only if absences exceed 10%.

What language is the official examination conducted in?

Official teaching and examinations are conducted in Greek (el). However, άρθρο 21 §4 of the regulation mandates that technical engineering terminology be taught alongside standard English equivalents per IMO Standard Marine Communication Phrases (SMCP). This question bank is an independent English-language multiple-choice study adaptation designed to reinforce theoretical knowledge and calculations; it does not simulate the official written paper format.