Charterer refusing to pay vessel hire in Turkey? Learn how foreign shipowners can recover unpaid hire, terminate charterparties, obtain precautionary attachment, secure maritime claims and pursue Turkish charterers in 2026.

When a charterer refuses to pay hire in Turkey, the foreign shipowner can face a rapidly increasing financial exposure. A single missed installment may develop into hundreds of thousands of dollars of unpaid hire while the vessel continues performing voyages, consuming bunkers and remaining commercially committed to a charterer that may already be experiencing serious financial problems. The situation becomes even more dangerous when the charterer begins transferring assets, withholding sub-freights, disputing previously accepted invoices or preparing for insolvency. For a foreign shipowner, the central question is therefore not simply whether the unpaid hire can eventually be recovered. The more important questions are whether the vessel should continue performing the charter, whether service can lawfully be suspended, whether the charterparty can be terminated, whether security can be obtained against assets in Turkey, whether sub-freights or other receivables can be reached and whether arbitration or foreign jurisdiction provisions control the underlying dispute. In 2026, unpaid charter hire disputes involving Turkey should be approached simultaneously as a contract enforcement, maritime security and asset recovery problem.

What Is Charter Hire?

Charter hire is generally the amount payable by the charterer for use of the vessel under the relevant charterparty arrangement. In a time charter relationship, hire is commonly calculated according to an agreed daily rate and paid periodically in advance according to the charterparty.

The precise payment obligation depends first on the charterparty.

The payment interval, currency, bank account, grace period, anti-technicality provisions, withdrawal rights, interest and consequences of default should therefore be reviewed before the shipowner takes action.

The Charterparty Comes First

A shipowner should never respond to non-payment without first reviewing the complete charterparty.

Standard forms are frequently amended substantially by rider clauses. A standard clause appearing to give the owner one remedy may have been modified elsewhere in the contract.

The lawyer should therefore review the fixture recap, standard form, rider clauses, subsequent amendments and relevant correspondence together.

One Missed Hire Payment Can Be Critical

Time charter hire is normally a fundamental component of the commercial arrangement.

The owner has committed an extremely valuable vessel while continuing to incur financing, insurance, crew, maintenance and operational expenses.

Repeated late payment can therefore create significant financial pressure even where the charterer eventually pays.

The owner should establish a clear response immediately after default.

Confirm the Exact Amount Outstanding

Before sending a default notice, the shipowner should calculate the debt accurately.

The calculation should distinguish unpaid basic hire from bunkers, additional expenses, interest, damages and any other contractual amount.

If deductions have been made by the charterer, each deduction should be identified separately.

A clear account statement can later become important evidence in arbitration, litigation or enforcement proceedings.

Check Whether the Charterer Claims a Right to Deduct

Charterers sometimes pay less than the contractual hire because they allege vessel underperformance, off-hire, breakdown, speed deficiency, excessive fuel consumption, cargo problems or another breach.

The shipowner should determine whether the deduction has a contractual basis.

The fact that the charterer has asserted a claim does not automatically mean that it is entitled to deduct whatever amount it chooses from hire.

Off-Hire Disputes

Off-hire disputes are among the most common reasons for reduced payments.

A charterer may argue that the vessel was unavailable for service because of machinery failure, crew problems, detention, breakdown or another event.

The owner should examine the applicable off-hire clause closely.

The technical facts should then be reconstructed using engine logs, deck logs, voyage records, correspondence and expert evidence where necessary.

Speed and Performance Claims

Another common defense is that the vessel failed to satisfy warranted speed or fuel-consumption performance.

The charterer may attempt to deduct a performance claim directly from hire.

Weather routing reports, noon reports, vessel logs, bunker records and the precise wording of the performance warranty can become decisive.

The owner should not accept a large deduction simply because the charterer produces a unilateral performance calculation.

Hire Must Be Distinguished From Other Charterparty Claims

The parties may simultaneously have disputes concerning hire, bunkers, port expenses, cargo damage, demurrage, indemnities or performance.

These amounts should not be combined indiscriminately.

A clear ledger should show what is unpaid hire and what represents other claims.

This can become particularly important when urgent security is sought.

Send a Formal Default Notice

Once default is confirmed, the owner should examine whether the charterparty requires a formal notice.

The wording of the notice can be extremely important.

It should normally identify the relevant hire installment, amount outstanding, contractual payment date and the consequence of failure to remedy the default within any applicable period.

A poorly drafted notice can create unnecessary disputes concerning termination or withdrawal.

Anti-Technicality Clauses

Many charterparties contain anti-technicality provisions designed to prevent immediate termination or withdrawal because of a minor or accidental payment problem.

Such a clause may require the owner to give the charterer a specified opportunity to remedy non-payment.

The owner must comply precisely with the contractual procedure.

If three banking days are provided, for example, the owner should not casually substitute a different deadline.

Do Not Terminate the Charterparty Too Quickly

Wrongful termination can expose the owner to substantial damages.

The fact that money is overdue does not automatically mean that every charterparty can be terminated immediately.

The contractual termination provisions, governing law and seriousness of the default should be analyzed first.

The owner should therefore obtain legal advice before issuing a withdrawal or termination notice.

Do Not Wait Too Long Either

The opposite mistake can be equally damaging.

If the charterer repeatedly fails to pay but the owner continues performing for months without protecting its position, the outstanding debt can become enormous.

A commercially effective strategy should establish escalation points before the first default occurs.

Can the Shipowner Withdraw the Vessel?

Potentially, depending on the charterparty and governing law.

Many time charter forms provide contractual remedies following non-payment of hire.

Whether withdrawal is available, whether notice must first be given and what procedural requirements apply depend heavily on the contract.

The owner should treat withdrawal as a major legal step rather than a routine collection technique.

Withdrawal and Termination Are Not Always Identical

Maritime contracts can use different terminology concerning withdrawal, cancellation and termination.

The legal consequences may also differ according to governing law.

The shipowner should identify exactly what contractual right is being exercised and what claims survive afterward.

Can the Owner Suspend Performance?

Some charterparties provide rights allowing suspension of performance following non-payment.

Again, the contractual wording is decisive.

An owner should not simply order the master to stop the vessel because an invoice is overdue without first establishing a legal basis.

An unjustified suspension can create cargo and third-party problems far beyond the original hire dispute.

Protect the Master From Commercial Pressure

The master should receive clear operational instructions.

A financial dispute between owner and charterer should not be allowed to create unsafe navigation or unlawful interference with cargo interests.

The owner, legal team and commercial department should coordinate before operational measures are taken.

Cargo Interests May Be Different From the Charterer

This distinction becomes important when the vessel carries third-party cargo.

The cargo owner may have paid the charterer even though the charterer has failed to pay the shipowner.

The owner should therefore consider the rights of bill of lading holders and other cargo interests before attempting to use cargo as leverage.

Can the Shipowner Exercise a Lien Over Cargo?

Potentially, where a valid contractual or statutory basis exists and the relevant conditions are satisfied.

Charterparties commonly contain lien clauses relating to cargo, sub-freights or sub-hire.

However, the existence of contractual wording does not mean every cargo onboard can automatically be retained.

Ownership, bills of lading, governing law and third-party rights must be examined carefully.

Lien on Sub-Freights

A charterer may have chartered the vessel onward or earned freight from cargo interests while failing to pay the head owner.

Where the charterparty contains an effective lien mechanism over sub-freights, this can become a valuable recovery tool.

The shipowner should act quickly because sub-freight paid to the charterer may become substantially more difficult to recover.

Lien on Sub-Hire

The same commercial logic can arise in a charter chain.

The head owner may be owed hire by the charterer while the charterer is itself receiving hire from a sub-charterer.

Depending on the charterparty wording and governing law, rights concerning sub-hire should be examined immediately.

Charter Chains Require Careful Analysis

A vessel may be involved in several contractual layers:

Registered Owner → Disponent Owner → Time Charterer → Sub-Charterer → Voyage Charterer → Cargo Interests.

The unpaid hire dispute may concern only one link in this chain.

The owner should identify exactly which company owes the money and which downstream receivables may be relevant.

Do Not Send Payment Notices to Third Parties Without Legal Analysis

A poorly founded demand directed at cargo interests or sub-charterers can create separate liability.

Before notifying third parties not to pay the charterer, the shipowner should establish the contractual and legal basis of the asserted lien.

Timing and wording are important.

Turkish Charterer With Assets in Turkey

Where the charterer is a Turkish company, the location of its assets can make Turkish enforcement measures particularly important.

The shipowner should investigate bank accounts, receivables, real estate, vehicles, company shares and other valuable assets.

Obtaining an arbitration award years later may be commercially meaningless if the charterer has already emptied the company.

Asset Tracing Should Begin Early

Asset investigation should not wait until after a final judgment or arbitral award.

Warning signs include repeated late payments, requests for unusually long extensions, changes in banking instructions, unexplained deductions, unpaid bunker invoices, unpaid port expenses and reports from other creditors.

When several indicators appear simultaneously, urgent security should be considered.

Precautionary Attachment in Turkey

Precautionary attachment can be a particularly important tool where a foreign shipowner has a monetary claim against a Turkish charterer and the statutory conditions are satisfied.

The purpose is to secure assets before the underlying dispute is finally resolved.

The owner may therefore consider precautionary attachment while arbitration or litigation concerning unpaid hire is still pending, subject to the applicable legal requirements.

Why Precautionary Attachment Matters

Suppose the charterer owes USD 800,000 in hire and is about to sell its only valuable property in Turkey.

Waiting for a final arbitral award could leave the shipowner with an enforceable decision but no meaningful assets.

Obtaining security early can fundamentally change the commercial outcome.

Documents Needed for an Urgent Application

The shipowner should prepare the charterparty, fixture recap, hire invoices, account statements, bank records, default notices and relevant correspondence.

Any express acknowledgment of the debt should be preserved.

The evidence should show clearly how the unpaid amount was calculated and when it became due.

Security May Be Required

A shipowner requesting a precautionary measure should be prepared for the possibility that security will be required under the applicable procedural rules.

This should be considered when developing the recovery budget.

A large claim does not automatically mean that an urgent measure can be obtained without the applicant providing appropriate security.

Attachment of Bank Accounts

A Turkish charterer’s bank accounts can potentially become important enforcement targets once the necessary legal conditions are satisfied.

For an operating shipping or trading company, bank accounts can provide the fastest route to meaningful recovery.

The creditor should act before cash is transferred elsewhere.

Attachment of Third-Party Receivables

The charterer may have significant amounts owed by customers or counterparties.

Depending on the available enforcement mechanism, qualifying receivables from third parties can potentially be targeted.

This is particularly relevant where the charterer has active business operations but limited physical assets.

Attachment of Real Estate

Real estate owned by the charterer can potentially provide security or enforcement value.

The owner should investigate prior mortgages, attachments and other encumbrances.

The nominal value of property is less important than its realistic net value after senior claims.

Attachment of Vehicles and Commercial Assets

Vehicles, machinery and other registered or identifiable assets may also become relevant.

The shipowner should prioritize assets likely to produce actual recovery rather than seeking attachment of low-value property merely to increase pressure.

Charterer’s Company Shares

Where the charterer owns valuable shares in another company, those interests may also be relevant to an enforcement strategy.

Corporate structures should therefore be investigated where the debt is substantial.

Charterer Transfers Assets to an Affiliate

This is a major warning sign.

Suppose the charterer transfers real estate, vessels, vehicles or cash to a related company shortly after hire defaults begin.

The owner should document the transaction and examine whether creditor-protection remedies can be used to challenge transfers designed to prejudice recovery.

Transfers to Shareholders or Directors

Transactions involving shareholders, directors, relatives or related businesses require particular scrutiny where they occur during financial distress.

The sale price, payment records and commercial justification should be examined.

A formal transfer document does not necessarily answer whether the transaction can be challenged by creditors.

Charterer Becomes Insolvent

The strategy changes significantly when the charterer approaches insolvency.

The owner should investigate whether other creditors have already commenced enforcement and whether restructuring or insolvency proceedings are underway.

Secured and unsecured creditor positions can produce very different recovery outcomes.

Concordat Risk in Turkey

A Turkish charterer experiencing serious financial distress may seek concordat protection.

This can affect individual enforcement measures and debt recovery strategy.

The foreign owner should identify relevant deadlines and protect its creditor position immediately rather than assuming that its foreign status or maritime contract places it outside the restructuring process.

Arbitration Clause

Many charterparties contain arbitration clauses.

London arbitration is particularly common in international shipping, but other arbitration seats and institutional rules are also possible.

The shipowner should therefore examine the dispute-resolution clause before filing a merits lawsuit in Turkey.

Turkish Assets Can Still Matter When Arbitration Is Abroad

A foreign arbitration clause does not make Turkish assets irrelevant.

A shipowner pursuing arbitration abroad may still need to investigate what provisional or enforcement measures can lawfully be sought against assets located in Turkey.

The relationship between arbitration and Turkish provisional measures should therefore be considered from the beginning.

Foreign Court Jurisdiction

Some charterparties provide for foreign court jurisdiction rather than arbitration.

Again, the owner should distinguish the forum deciding the merits from the country where debtor assets are located.

The ultimate recovery strategy may involve proceedings in more than one jurisdiction.

Foreign Arbitral Award Against a Turkish Charterer

If the owner has already obtained an arbitral award, the focus shifts toward enforcement.

The Turkish charterer’s assets should be identified and the applicable recognition and enforcement requirements analyzed.

Asset tracing should occur before or alongside enforcement rather than afterward.

Foreign Judgment Against the Charterer

A foreign court judgment may similarly be capable of enforcement in Turkey if the applicable legal requirements are satisfied.

The owner should assess enforceability before unnecessarily relitigating the entire hire dispute.

Can the Owner Arrest a Vessel Belonging to the Charterer?

This requires specialized maritime analysis.

Ship arrest in Turkey is not a general remedy available for every unpaid commercial debt merely because the debtor happens to own a vessel.

The claim must satisfy the requirements applicable to maritime claims and the vessel must be legally arrestable for that claim.

Unpaid charter hire can potentially raise maritime-claim issues, but the precise charter relationship, debtor identity and vessel connection must be examined.

Sister Ship Arrest

Where the debtor owns multiple vessels, the possibility of arresting another vessel should be analyzed under the applicable maritime arrest rules.

This is not equivalent to ordinary attachment of any asset.

Ownership and statutory arrest requirements are critical.

Corporate structures involving one-ship companies can make this analysis particularly complex.

Vessel Owned by Another Group Company

Suppose the charterer owes hire but the only vessel arriving in Turkey belongs to its parent company or another affiliate.

The shipowner cannot simply ignore separate corporate personality and arrest the affiliate’s vessel as though it belonged to the debtor.

A specific legal basis would be required.

Ownership Investigation Is Essential

Before seeking any ship arrest, the creditor should confirm registered ownership and relevant corporate relationships.

Commercial websites or vessel databases should not be treated as conclusive proof of ownership.

The legal ownership position must be established accurately.

Charterer’s Counterclaims

A charterer refusing hire may raise substantial counterclaims.

Common allegations include underperformance, breakdown, off-hire, cargo loss, unsafe port consequences, deviation, bunker problems and breach of maintenance obligations.

Each counterclaim should be analyzed separately.

The existence of a counterclaim does not automatically extinguish the hire debt.

Set-Off

Whether the charterer can set off its alleged claim against hire depends on the contractual wording and governing law.

The owner should therefore distinguish between a legitimate contractual deduction and unilateral withholding used as leverage.

The charterparty may contain provisions directly affecting this issue.

Preserve Vessel Performance Evidence

When non-payment is accompanied by performance allegations, evidence should be preserved immediately.

Relevant materials may include deck logs, engine logs, noon reports, weather information, bunker records, maintenance records, speed data and communications between the master and charterer.

Digital data can become harder to retrieve after the vessel completes several additional voyages.

Preserve Payment Evidence

The owner should also retain the entire payment history.

Previous hire payments can demonstrate the established contractual pattern.

Bank records showing that the charterer previously paid identical installments without objection may become relevant when a later dispute suddenly appears.

Email Admissions

A charterer’s email stating, “We accept the outstanding hire but need two more weeks,” can be extremely valuable.

The owner should preserve the original message and surrounding correspondence.

The same applies to requests for installment plans or temporary reductions.

Messaging Applications

WhatsApp and other commercial communications may also contain admissions, explanations for non-payment or promises of payment.

Original communications should be preserved rather than relying solely on isolated screenshots.

Formal Account Statement

The owner should maintain a clear chronological account showing:

Hire Period → Amount Due → Due Date → Amount Paid → Deduction → Outstanding Balance → Interest → Total Debt.

This greatly improves the clarity of any subsequent proceedings.

Interest on Unpaid Hire

The applicable interest should be determined from the charterparty and governing law.

The owner should not simply add an arbitrary commercial interest rate to the claim.

Principal, contractual interest and other damages should be calculated separately.

Currency of the Claim

Charter hire is commonly denominated in US dollars.

Foreign currency claims can create additional issues when enforcement occurs in Turkey.

The contractual payment currency and applicable enforcement rules should therefore be considered when structuring the claim.

Can the Owner Claim Damages Beyond Unpaid Hire?

Potentially, depending on the contractual breach and governing law.

If the charterparty is lawfully terminated because of charterer default, the owner may have additional claims arising from the premature end of the charter.

The precise measure of damages requires careful contractual and legal analysis.

Replacement Charter

Following lawful termination, the owner may attempt to re-charter the vessel.

The rate obtainable in the market can become relevant to the economic consequences of the default.

Records of broker communications and replacement fixture negotiations should therefore be preserved.

Falling Charter Market

If the market has fallen substantially, the owner’s loss following early termination can be significant.

The difference between the original charter rate and replacement employment may become commercially important.

The owner should document the market contemporaneously rather than attempting to reconstruct it years later.

Rising Charter Market

If the vessel can immediately be re-chartered at a higher rate, the damages analysis may be different.

The owner must therefore distinguish recovery of accrued unpaid hire from any claim concerning future losses after termination.

Mitigation of Loss

After termination, the owner should act commercially reasonably to protect its position.

Leaving a vessel idle unnecessarily while claiming enormous future damages can create disputes concerning mitigation.

Broker records can demonstrate genuine efforts to find replacement employment.

Bunker Issues at Termination

Termination of a time charter can create disputes concerning bunkers onboard.

The charterparty should be examined for delivery and redelivery bunker provisions, pricing mechanisms and quantities.

Bunker claims should be calculated separately from unpaid hire.

Redelivery Disputes

A charterer in default may attempt to redeliver the vessel immediately.

The owner should determine whether the attempted redelivery complies with the charterparty.

Notice periods, geographical limits and vessel condition may all become relevant.

Premature Redelivery

Premature redelivery can create substantial damages claims.

The owner should document the contractual redelivery window, actual redelivery date and replacement employment.

The hire-default dispute and premature-redelivery claim may then proceed together.

First 24 Hours After Hire Default

The shipowner should confirm that payment has genuinely not arrived, check the contractual due date, identify any deduction and review the charterparty’s default, anti-technicality, suspension, withdrawal and termination clauses. The outstanding account should be calculated precisely and all relevant communications preserved.

At the same time, the charterer’s financial condition should be assessed.

First 48 Hours

Any required contractual notice should be prepared carefully.

The owner should determine whether the charterer has assets in Turkey and whether there are signs of financial distress.

If the charterparty contains liens over sub-freights or sub-hire, the owner should analyze whether those rights should be activated before downstream payments disappear.

First 72 Hours

If default continues, the owner should decide whether to continue performance, exercise contractual remedies or prepare for termination.

The dispute-resolution clause should be reviewed and an asset-security strategy developed.

Where Turkish assets are at risk of disappearing, precautionary attachment or other legally available measures should be assessed immediately.

Five Questions Before Terminating a Charterparty

Before termination, the owner should be able to answer:

Has the hire actually fallen due? Is the amount genuinely unpaid? Has every required contractual notice been given correctly? Has any contractual cure period expired? Does the charterparty and governing law permit the intended remedy?

A mistake in any one of these areas can create a wrongful termination dispute.

Five Questions Before Starting Recovery in Turkey

The owner should also establish:

Who is the legal debtor? What Turkish assets does that debtor own? Is the claim already subject to foreign arbitration or jurisdiction? Is urgent security available in Turkey? Is the debtor transferring or concealing assets?

These questions determine whether the recovery strategy will be commercially effective.

2026 Strategy for Foreign Shipowners Facing Unpaid Charter Hire in Turkey

A foreign shipowner should treat unpaid hire as an urgent risk-management event rather than an ordinary overdue invoice. The first stage is contractual: verify the due date, amount, deduction, notice requirements, anti-technicality provisions and rights concerning suspension, withdrawal or termination. The second stage is evidentiary: preserve the charterparty, fixture recap, rider clauses, invoices, account statements, bank records, performance data and charterer communications. The third stage is security: investigate the Turkish charterer’s bank accounts, receivables, real estate, vessels, company interests and related-party transactions before assets disappear. If the statutory requirements are satisfied, precautionary attachment should be evaluated. Contractual rights over sub-freights, sub-hire or cargo should be considered separately and exercised only after confirming their legal basis. If the charterparty requires foreign arbitration or litigation, the merits dispute should be pursued in the agreed forum while available Turkish security and eventual enforcement options are assessed. If the charterer enters financial distress or restructuring, the owner should protect its creditor position immediately. The practical roadmap is therefore: verify the missed hire → calculate the exact debt → identify deductions → review off-hire allegations → preserve the charterparty and fixture recap → check anti-technicality provisions → issue the required notice → preserve payment admissions → investigate charterer assets → examine sub-freight and sub-hire rights → assess precautionary attachment → protect against asset transfers → decide whether performance should continue → determine whether suspension is permitted → evaluate withdrawal or termination → avoid wrongful termination → commence arbitration or litigation in the proper forum → secure Turkish assets where legally available → challenge prejudicial transfers where appropriate → enforce the resulting judgment or award → recover unpaid hire, applicable interest and other legally recoverable losses.

Frequently Asked Questions

1. Can a foreign shipowner recover unpaid charter hire from a Turkish charterer?

Yes. A foreign shipowner can pursue a Turkish charterer for unpaid hire through the applicable contractual, arbitration, litigation and enforcement mechanisms. The charterparty’s governing law and dispute-resolution clause should be reviewed first.

2. Can the owner immediately terminate the charter after one missed hire payment?

Not necessarily. The charterparty may contain notice or cure requirements, including anti-technicality provisions. Terminating incorrectly can expose the owner to a wrongful termination claim.

3. Can the owner suspend the vessel’s services because hire is unpaid?

Potentially, if the charterparty and governing law provide a valid basis. Suspension should not be undertaken without reviewing the contractual requirements and potential consequences for cargo interests.

4. Can the charterer deduct an off-hire claim from the monthly hire?

That depends on the charterparty, governing law and factual basis of the alleged off-hire event. The charterer cannot assume that every operational complaint automatically permits an unlimited deduction.

5. Can a foreign shipowner freeze a Turkish charterer’s assets before arbitration ends?

Potentially. Where the statutory requirements are satisfied, precautionary attachment or other provisional measures may be available against qualifying assets in Turkey even though the merits dispute is being resolved separately.

6. Can the charterer’s Turkish bank accounts be attached?

Potentially, once the applicable legal conditions for provisional or final enforcement are satisfied. Bank accounts can be particularly important where the charterer is actively moving funds.

7. Can the owner claim sub-freights owed to the charterer?

Potentially, where the charterparty contains an effective lien or other legal basis. The contractual wording, governing law and timing of notice to third parties are extremely important.

8. Can a vessel belonging to the charterer be arrested in Turkey?

Potentially, but not simply because the charterer owes money. Turkish ship arrest is a specialized maritime remedy. The claim must qualify under the applicable maritime claim rules and the particular vessel must satisfy the statutory arrest requirements.

9. What happens if the Turkish charterer enters insolvency or restructuring proceedings?

The owner’s collection strategy may change substantially. The creditor should identify applicable deadlines and restrictions immediately and protect any security or claim position available under the relevant procedure.

10. What is the biggest mistake a shipowner can make after hire stops?

There are two major risks: terminating the charter without satisfying the contractual requirements, or continuing performance for too long while unpaid hire accumulates and the charterer’s assets disappear.

Legal Support for Foreign Shipowners in Unpaid Charter Hire Disputes

Foreign shipowners, vessel operators, disponent owners and international maritime companies facing unpaid charter hire in Turkey may require urgent assistance with charterparty defaults, unpaid hire recovery, precautionary attachment, debtor asset tracing, charter termination, sub-freight and sub-hire disputes, Turkish enforcement proceedings and enforcement of foreign judgments or arbitral awards.

Firat Fesih Kaya Law Office assists foreign shipowners and international maritime businesses in charterparty and maritime debt disputes involving Turkey. Firat Fesih Kaya can assist with reviewing charterparty default provisions, protecting the owner’s position before termination, identifying Turkish debtor assets, seeking available provisional measures and coordinating Turkish recovery proceedings with foreign arbitration or litigation.

Phone: +90 312 434 22 22
Mobile Phone: +90 532 769 22 22
Email: info@firatfesihkaya.av.tr
Address: Mevlana Boulevard No: 221, Yildirim Tower, Balgat, Cankaya / Ankara, Turkey