100+ Free MARINA Second Engineer / Chief Engineer Theoretical Exam Practice Questions

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MARINA Officer in Charge of an Engineering Watch (OIC-EW) Theoretical Examination (Philippines)

Practice Questions100 questions

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Key Facts: MARINA Second Engineer / Chief Engineer Theoretical Exam Exam

Theoretical Competences (Management Engine Permit)

MARINA Management Level Engine Examination Permit

200

Published Total Items (All Competences)

MARINA Management Level Engine Examination Permit

200 min

Designed Full Paper Duration

MARINA Management Level Engine Examination Permit

C/E · 2/E

Shared Ranks on One Theoretical Paper

MARINA Management Level Engine Examination Permit

MARINA EAD administers the management engine theoretical exam as 14 independent competences totaling 200 published items on the official permit, with passing marks from 70% to 90% each and a ~200-minute full-paper design for Second Engineer and Chief Engineer (C/E · 2/E). Candidates schedule at least two competences per sitting and must pass all competences within 24 months. Confirm current MARINA EAD fees; practical assessment is separate from this theoretical exam.

Sample MARINA Second Engineer / Chief Engineer Theoretical Exam Practice Questions

Try these sample questions to test your MARINA Second Engineer / Chief Engineer Theoretical Exam exam readiness. Each question includes a detailed explanation. Start the interactive quiz above for the full 100+ question experience with AI tutoring.

1Before starting a large slow-speed main engine after a prolonged shutdown, what is the management-level priority regarding the turning gear?

A.Remove turning gear only after confirming lubricating-oil priming and turning-gear interlock status

B.Start the engine with turning gear engaged to verify crankshaft alignment

C.Engage turning gear after the engine reaches idle speed

D.Turning gear status is irrelevant if jacket cooling water is warm

Explanation: STCW management competence requires verification that turning gear is disengaged and interlocks are satisfied before start. Lubricating-oil priming protects bearings during the first firing cycles.

2A sudden rise in exhaust gas temperature at one unit with heavy black smoke and surging turbocharger speed most likely indicates:

A.Scavenge fire or severe combustion fault in that cylinder unit

B.Normal load acceptance during manoeuvring

C.Excessive jacket cooling water flow

D.Corrective action is unnecessary if shaft power is stable

Explanation: Localized EGT rise with black smoke and turbo surging is a classic scavenge fire or severe misfire signature. The Second Engineer must initiate immediate response per company SMS and manufacturer limits.

3When managing piston crown cooling on a large two-stroke engine, which parameter trend best indicates possible under-cooling of the crown?

A.Rising piston crown outlet temperature with stable jacket water pressure

B.Falling piston crown outlet temperature with rising load

C.Constant crown temperature regardless of load changes

D.Rising jacket water inlet temperature only at low load

Explanation: Rising crown outlet temperature under load suggests reduced heat removal through the piston cooling circuit. Management action includes verifying pump performance, orifice condition, and oil/water quality.

4During heavy weather, the chief engineer requests reduced propulsion plant load to protect the shaft line. As Second Engineer, your first management action is:

A.Coordinate with the bridge on RPM/torque limits and verify torsional vibration and shaft line monitoring records

B.Increase fuel index to maintain ETA regardless of sea state

C.Open the main engine crankcase for inspection while under load

D.Disable shaft line alarms to avoid nuisance alerts

Explanation: Management-level propulsion control requires agreed operational limits with the bridge and documented monitoring of shaft line parameters. Load reduction protects propulsion machinery in heavy seas.

5On a crosshead two-stroke main engine using cylinder lubricators, excessive cylinder oil feed at low load most directly risks:

A.Carbon deposits, scavenge port fouling, and post-combustion contamination of turbocharger blading

B.Immediate crankcase explosion regardless of load

C.Reduced scavenge air temperature at the receiver

D.Automatic reduction of main engine MCR without alarm

Explanation: Over-lubrication at low load produces unburned cylinder oil, carbon deposits, and turbo fouling. The Second Engineer adjusts feed rate to load and fuel sulphur per manufacturer and company guidance.

6Turbocharger surging on a main engine at part load is often managed by:

A.Reviewing operating point against the compressor map, adjusting load/RPM, and inspecting fouled turbine/compressor components

B.Immediately shutting down the main engine without bridge notification

C.Increasing scavenge air pressure setpoint beyond manufacturer limits

D.Removing turbocharger lubricating oil to reduce friction

Explanation: Surging occurs when the compressor operates left of its stable range. Management includes map review, gradual load adjustment, and planned cleaning or repair of fouled components.

7The main engine starting-air manifold relief valve lifts frequently during consecutive starts. The most appropriate management response is:

A.Investigate starting-air pressure, receiver drains, cylinder condition, and starting sequence timing before further attempts

B.Increase starting-air pressure above design maximum

C.Disable the relief valve to maintain pressure

D.Continue unlimited start attempts until the engine fires

Explanation: Repeated relief lifting indicates excessive pressure or poor compression/start timing. Management requires systematic investigation per manufacturer limits on start attempts and air consumption.

8When transferring main engine control from the engine control room to the bridge telegraph system, the Second Engineer must verify:

A.Both stations have compatible control mode, emergency override function, and logged test of telegraph/engine response

B.Fuel pumps are locked in manual with bridge unable to reduce load

C.The OOW has sole authority to adjust lubricating-oil temperature

D.Telegraph transfer eliminates need for engineering watch in the ECR

Explanation: Safe transfer requires verified control authority, emergency override, and documented response checks. Management competence includes ensuring manoeuvring modes meet company and class requirements.

9A controllable pitch propeller (CPP) vessel experiences excessive propeller-induced vibration after blade angle adjustment. Management priority is:

A.Verify pitch feedback, load/RPM combination, and class-approved vibration limits before continuing operation

B.Increase engine load until vibration disappears

C.Operate with inoperative pitch feedback if shaft power is achieved

D.Ignore vibration if charter party speed is maintained

Explanation: CPP vibration after pitch change may indicate feedback error, unfavourable pitch/RPM pairing, or damage. The Second Engineer must verify systems and limits before accepting continued operation.

10Main engine low lubricating-oil pressure alarm activates at sea with pressure trending downward. As Second Engineer, you should:

A.Reduce load immediately, investigate pumps, filters, and leaks, and prepare for controlled slowdown if pressure cannot be stabilized

B.Maintain full sea speed until the next scheduled port

C.Switch to standby LO pump only after complete loss of pressure

D.Reset the alarm and continue if turbocharger oil pressure is normal

Explanation: Falling LO pressure threatens bearing seizure. Immediate load reduction and investigation are mandatory management actions; turbocharger oil pressure does not substitute for main LO system integrity.

About the MARINA Second Engineer / Chief Engineer Theoretical Exam Exam

The MARINA Engine Management Level Theoretical Examination is the competence-based written assessment shared by Second Engineer and Chief Engineer candidates seeking STCW management-level engine certification in the Philippines. It covers propulsion plant management, electrical/electronic systems, maintenance and repair management, stability, emergency planning, and leadership across 14 published competences. This metadata describes the theoretical examination only; a separate practical assessment is required for Certificate of Competency issuance.

Assessment

Competence-based theoretical examination across 14 STCW management-level engine competences (F1 Marine Engineering, F2 Electrical/Electronic, F3 Maintenance, F4 Controlling Operation) shared by Second Engineer and Chief Engineer ranks (C/E · 2/E on permit). Each competence is examined and passed independently with its own item count and passing percentage (70%–90%). Full paper design ~200 minutes. Separate practical assessment is required for COC issuance.

Time Limit

Approximately 200 minutes for the full theoretical paper in one sitting, plus administrative delays (MARINA Management Level Engine Examination Permit)

Passing Score

70% to 90% per competence as listed on the official Management Level Engine Examination Permit (Class I/II columns where applicable)

Exam Fee

Confirm current MARINA EAD examination fee schedule — Official Receipt required on exam day per Examination Permit (Maritime Industry Authority (MARINA) — STCW Office / Examination and Assessment Division (EAD))

MARINA Second Engineer / Chief Engineer Theoretical Exam Exam Content Outline

15%

C1 Manage the operation of propulsion plant machinery

30 items; 90% Class I / 80% Class II.

C2 Plan and schedule operations

10 items; 80% Class I / 70% Class II.

10%

C3 Operation, surveillance, performance and safety of propulsion and auxiliary machinery

20 items; 80% Class I / 70% Class II.

C4 Manage fuel, lubrication and ballast operations

10 items; 80% Class I / 70% Class II.

15%

C5 Manage the operation of electrical and electronic equipment

30 items; 90% Class I / 80% Class II.

10%

C6 Manage troubleshooting and restoration of electrical and electronic control equipment

20 items; 80% Class I / 70% Class II.

C7 Manage safe and effective maintenance and repair procedures

10 items; 80% Class I / 70% Class II.

C8 Detect and identify the cause of machinery malfunctions and correct faults

10 items; 80% Class I / 70% Class II.

C9 Ensure safe working practices

10 items; 80% Class I / 70% Class II.

C10 Control trim, stability and stress

10 items; 80% Class I / 70% Class II.

C11 Monitor and control compliance with legislative requirements

10 items; 80% Class I / 70% Class II.

C12 Maintain safety and security of crew, passengers, and safety systems

10 items; 80% Class I / 70% Class II; also evidenced by approved training per STCW A-VI.

C13 Develop emergency and damage control plans and handle emergency situations

10 items; 80% Class I / 70% Class II.

C14 Use of leadership and managerial skills

10 items; 80% Class I / 70% Class II.

How to Pass the MARINA Second Engineer / Chief Engineer Theoretical Exam Exam

What You Need to Know

Passing score: 70% to 90% per competence as listed on the official Management Level Engine Examination Permit (Class I/II columns where applicable)
Assessment: Competence-based theoretical examination across 14 STCW management-level engine competences (F1 Marine Engineering, F2 Electrical/Electronic, F3 Maintenance, F4 Controlling Operation) shared by Second Engineer and Chief Engineer ranks (C/E · 2/E on permit). Each competence is examined and passed independently with its own item count and passing percentage (70%–90%). Full paper design ~200 minutes. Separate practical assessment is required for COC issuance.
Time limit: Approximately 200 minutes for the full theoretical paper in one sitting, plus administrative delays (MARINA Management Level Engine Examination Permit)
Exam fee: Confirm current MARINA EAD examination fee schedule — Official Receipt required on exam day per Examination Permit

Keys to Passing

Complete 500+ practice questions
Score 80%+ consistently before scheduling
Focus on highest-weighted sections
Use our AI tutor for tough concepts

MARINA Second Engineer / Chief Engineer Theoretical Exam Study Tips from Top Performers

1Schedule at least two competences per sitting and align prep with your permit schedule.

2Prioritize high-item competences C1 and C5 (propulsion plant and electrical management).

3Review Class I vs Class II passing percentages where they differ on the permit.

4Practice under timed blocks approximating the ~200-minute full-paper design.

5Wear Type B uniform with current rank shoulder board (3 stripes for 2/E) and bring required IDs and Official Receipt.

Frequently Asked Questions

Is the Second Engineer theoretical exam the same as the Chief Engineer exam?

Yes. The official MARINA Management Level Engine Examination Permit covers the same 14 theoretical competences for Second Engineer and Chief Engineer (C/E · 2/E ranks) on ships of 750 kW and above.

How many items are on the full management engine theoretical paper?

The published per-competence item counts on the Examination Permit total 200 items across all 14 competences.

Is practical assessment part of this theoretical exam?

No. MARINA requires a separate practical assessment for Certificate of Competency issuance after theoretical competence requirements are met.