30.10.2026 14:31
In the investigation of the Filo Jet disaster, in which 28 people lost their lives on August 30 in the TRNC, the audio recordings from the ship's black box, the VDR, were brought to court. The recordings included claims that there was a malfunction in the engines lowering the life rafts, that the doors between the passenger lounges were locked, and that passengers were not given sufficient information about life jackets. The Kyrenia Accident Court decided that the 9 suspects remain in custody for 7 more days.
In the investigation into the Filo Jet disaster in Kyrenia, audio recordings obtained from the VDR device known as the ship's black box revealed striking allegations regarding safety deficiencies before the disaster. At the hearing held at the Kyrenia Accident Court, findings were presented that there was a fault in the engines lowering the life rafts, that the doors between passenger lounges were locked, that passengers were not sufficiently informed about life jackets and evacuation, and that the evacuation video requested from the company was not sent.
The investigation continues into the Filo Jet disaster that occurred in the Turkish Republic of Northern Cyprus (TRNC) on August 30 and claimed the lives of 28 people. At the hearing held at Kyrenia Accident Court, company director Ali Özdülger, first captain Mustafa Öz, second captain Merve Nur Seraslan, chief engineer Zeki Öz, second engineer Metin Gül, and crew members Sertan Erol, Qadir Kuliyev, Vale Huvucadar, and Raşat İbrahimov were present. It was stated that the investigation against the suspects is ongoing within the scope of the charge of "causing death by imprudence and negligence."
Investigation police officer Mehmet Mannaş, who testified as a witness in court, explained that there were 68 days of audio recordings on the ship's VDR device, that a 42-day portion of these recordings had been examined, and that technical investigations were continuing.
LIFE JACKETS WERE NOT EXPLAINED, EVACUATION VIDEO WAS NOT SENT
In the VDR recordings presented in court, it was stated that there were conversations regarding informing passengers about the use of life jackets and emergency evacuation after they boarded the ship. Mannaş noted that statements regarding passengers not being sufficiently informed about how to put on life jackets and how to act in an emergency were being evaluated within the scope of the investigation. While it was stated that there should be footage explaining to passengers how to safely abandon the ship, use life jackets, and evacuation procedures, it was reported that the evacuation video in question was requested from the company but was not sent.
It was stated that the conversation of second captain suspect Merve Nur Seraslan regarding the video not being sent was also found in the VDR audio recordings. In court, it was stated that, in addition to the requested footage from the company not being delivered to the investigation file, it was also being investigated whether the safety briefings that should be given to passengers on board were carried out.
FAULT IN THE ENGINES LOWERING THE LIFE RAFTS
One of the notable topics of the investigation was the technical condition of the ship's life rafts and the engines used to lower them into the sea. In court, it was reported that conversations held on the ship in July were in the VDR recordings and that in these conversations it was mentioned that there was a fault in the engines lowering the life rafts. In the recordings, it was stated that technical problems related to the ship's life rafts had also been raised before August 30, the date of the disaster. In court, statements that the faults on the ship should be fixed by the company were also emphasized. The police noted that technical examinations were continuing and that the nature of the faults and their effect on the ship's voyage safety were being investigated through expert assessments.
WHY WAS THE DOOR LOCKED?
The VDR recordings presented to the court also included conversations regarding the locking of the doors between the ship's passenger lounges. It was reported that first captain suspect Mustafa Öz asked, "Why is the door locked?" and that second engineer suspect Metin Gül said that in bad weather conditions passengers could not stay in their places and therefore the doors were locked. It was stated that crew member suspect Sertan Erol also made a conversation to the effect that passengers could not stay in their places due to bad weather conditions. It was stated that the assessment of suspect Merve Nur Seraslan that the doors in the boarding section of the ship were not suitable was also in the recordings. Why the doors between passenger lounges were locked, under what conditions this practice was carried out, and its effect on the evacuation of passengers in a possible emergency were among the issues examined within the scope of the investigation.
In court, it was reported that the VDR recordings also included conversations regarding the ship's voyage safety and adverse weather conditions. It was stated that the recordings contained statements indicating that assessments that the voyage should not be undertaken due to bad weather conditions were conveyed to company officials. It was recorded that the conversations of personnel on board regarding weather conditions, passenger safety, and technical faults were continuing to be examined. It was stated that within the scope of the investigation, when the warnings in question were made, what information was conveyed to company officials, and under what conditions the voyage decision was taken were being investigated.
In court, the question of what training the crew serving on the ship had received on emergency evacuation and the use of life jackets was also raised. Mannaş stated that there was not yet sufficient information regarding the training the crew had received on these matters. It was recorded that the training status of personnel on board regarding emergency procedures, passenger evacuation, and the use of life-saving equipment was being investigated. It was stated that within the scope of the investigation, the duties and responsibilities of the crew and the practices aimed at ensuring passenger safety were also being examined.
In court, the powers of the Ports Department regarding the inspection of the ship's technical condition and ensuring voyage safety were also discussed. Mannaş stated that the Ports Department had the authority to inspect ships and, where necessary, to detain them from sailing. Nevertheless, it was reported to the court that the ship in question was not detained by the Ports Department due to its faults. Which inspections the Ports Department carried out regarding the ship, whether technical faults were reported to the relevant authorities, and how existing inspection powers were used were among the topics of the investigation. In court, statements were also reported that the Ports Department was not obliged to preserve certain documents.
In court, it was stated that an examination was also being carried out regarding the ship's compliance with international maritime safety rules. It was reported that within the scope of the International Convention for the Safety of Life at Sea (SOLAS), assessments regarding the ship's safety equipment, life-saving equipment, passenger evacuation, and voyage conditions were continuing. It was stated that expert work on maritime law and international conventions was continuing, and that technical assessments regarding the ship's long and fast travel conditions were also being addressed within the report. It was stated that within the scope of the investigation, a lecturer from a university was assigned and that examinations were carried out on ship parts accompanied by police.
42 DAYS OF THE 68-DAY BLACK BOX RECORDING WERE EXAMINED
Investigation police officer Mannaş explained that there was a total of 68 days of audio recordings on the ship's VDR device, and that a 42-day portion of these recordings had been examined.
Mannaş stated that on August 30, the date the disaster occurred, findings were found indicating that the VDR device was turned off after footsteps came from the ship. It was noted that the recordings contained important information regarding the ship's technical condition, conversations among the crew, passenger safety, and evacuation preparations. Police stated that examination of the remaining sections of the recordings and evaluation of technical evidence continued.
Information was also given in court regarding the search and rescue efforts conducted after the disaster. It was stated that Coast Guard and Coastal Safety teams reached the scene in approximately 25 minutes. It was reported that efforts were carried out to rescue people at sea on the day of the incident, and that instant photo and video recordings were taken by Coast Guard teams. It was recorded that Coastal Safety carried out large-scale search efforts.
It was stated that 28 people lost their lives in the disaster, the bodies of 27 people were recovered, and search efforts for three-year-old Anni Asel Hilaloğlu continue.
In court, the company's responsibilities regarding rectifying technical malfunctions on the ship, ensuring passenger safety, and making necessary preparations before the voyage were also brought up. It was reported that, in addition to conversations indicating a malfunction in the motors that lower the ship's life rafts, assessments that the voyage should not be undertaken in bad weather conditions were conveyed to company officials. Statements that the evacuation video was requested but not sent, that passengers were not informed about life jackets, and deficiencies regarding the crew's training status are also being evaluated in the investigation file. Police noted that efforts continue to determine when the technical problems on the ship arose, to whom these problems were reported, and whether necessary measures were taken.
ADDITIONAL 7-DAY DETENTION FOR 9 SUSPECTS
Investigation police officer Mehmet Mannaş, stating that examination of the VDR records continues, technical expert reports have not yet been completed, and there are statements to be taken and matters to be investigated, requested that the 9 suspects remain in detention for 7 more days. The court, taking into account that the investigation continues and that technical examinations and evidence collection procedures have not yet been completed, decided that all 9 suspects remain in detention for 7 more days each.
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