From Iris Jet to Filo Jet: what is known about the 26-year history of the vessel that sank off Kyrenia

Following the Filo Jet disaster, more and more questions are arising not only about the events of 30 August, but also about the history of the vessel itself. Court rulings, technical reports and international maritime registers show that over 26 years the catamaran changed owners and countries of operation several times, was involved in accidents, remained under arrest for years, and had a history that already included serious water ingress.

2000 — built in France

The high-speed passenger catamaran was built at the Iris Catamarans shipyard in La Rochelle, France, and was initially named IRIS JET.

The vessel was 42.8 metres long and had a displacement of 339 gross tonnes. The catamaran could reach a speed of around 35 knots.

2003 — first service on the Taşucu — Kyrenia route and a serious accident

It was in 2003 that IRIS JET first began operating services between Turkey and Northern Cyprus.

On 26 October, while manoeuvring in the port of Taşucu, the vessel struck a pier and suffered hull damage.

Despite the accident, according to documents from the Court of Cassation of France, operations continued. The recommended repairs were not carried out before further voyages.

Approximately ten days later — on 5 November 2003 — water began entering the vessel's hull. The situation was so serious that operations had to be suspended.

The consequences of this accident subsequently became the subject of years of insurance and legal proceedings in France.

The following years — debts, arrest and sale at auction

IRIS JET was later placed under arrest in the port of Taşucu over debts to employees and other creditors.

For several years, the vessel was effectively out of normal operation.

In 2008, it was put up for sale through enforcement proceedings in Silifke. The vessel was valued at $2.425 million at the time.

After the sale, the catamaran continued operating in the area of the Greek islands.

2016 — claims of serious structural damage

Shipbuilding engineer Erdal Kılıç claims that he examined the vessel for around 50 hours using X-ray and ultrasonic testing.

According to him, severe structural damage and hull deformations were discovered, and the repairs had to be carried out exclusively under the supervision of a classification society.

Kılıç also claims that the repairs were subsequently carried out improperly and by people without the necessary qualifications. These claims are now being re-examined against the backdrop of the disaster investigation.

2018 — Türk Loydu records 29 deficiencies

In 2018, the vessel was inspected several times by the Turkish classification society Türk Loydu — in Bodrum, on the island of Kos and during sea trials in Antalya.

The documents recorded 29 deficiencies and non-conformities.

During the trials, thick smoke was coming from the starboard main engine, and it could not be brought up to the required revolutions. The documents also stated that both main engines required major servicing.

These documents later became part of proceedings in the Istanbul Commercial Court. The case materials stated that without correcting the identified deficiencies, the vessel could not obtain the required classification and registration.

2021 — the vessel is put up for sale as “fully refurbished”

Several years later, IRIS JET reappeared on the international market.

A shipbroker's advertisement claimed that the catamaran had undergone extensive work at a shipyard, had been almost completely refurbished and had received new equipment.

2024 — Filo Jet appears

The vessel was acquired by Filo Denizcilik. IRIS JET was given a new name — FILO JET — and, after more than 20 years, effectively returned to the same route between Taşucu and Kyrenia.

2 June 2026 — the last technical inspection

Just a few months before the disaster, Filo Jet underwent another inspection by Türk Loydu.

According to information presented by police at the Kyrenia court, the vessel had the necessary technical documents, permission from the port authorities of Northern Cyprus and clearance for international navigation.

Then, on 30 August 2026, Filo Jet departed from Kyrenia, began taking on water and sank.

One of the main tasks of the investigation now is to reconstruct the vessel's entire technical history: to determine how previously identified damage and deficiencies were rectified, who carried out the repairs, who approved them and on the basis of which inspections the catamaran was repeatedly returned to passenger service.

At the same time, the mere existence of past accidents and technical problems does not yet prove a direct connection with the disaster of 30 August. The answer to that question must come from the technical examination of the sunken vessel and the investigation.