In 2025,the activity of Syria's civil aviation industry reached its highest level since 2019,with Damascus and Aleppo airports recording over 1.6 million passengers traveling and approximately 11700 international flight operations-an increase of nearly 300%compared to 2024.About 15 airlines have also resumed regular operations.
In the second half of 2025,there was a significant acceleration,as most of the US sanctions were relaxed on June 30th.According to AirNav radar data,the daily average number of flights at Damascus and Aleppo airports increased from about 15 in the first half of the year to nearly 49 thereafter.This timing indicates that the relaxation of sanctions has promoted a rebound,especially by encouraging the normalization of operations.
In 2025,domestic airlines will operate approximately 57%of the total flight volume-a relatively high proportion compared to neighboring markets,with domestic airlines in Iraq and Lebanon accounting for approximately 36%and 46%of traffic,respectively.Traffic flow is still highly concentrated within narrow regional networks.Flights from Damascus to four Gulf destinations-Dubai(16.7%),Kuwait(13.3%),Sharjah(12.6%),and Doha(10.1%)-collectively account for over half of all flights.At the same time,about 84%of the traffic volume passing through Aleppo International Airport only flows to Türkiye and Jordan.These traffic distribution data are based on ADS-B data from AirNav Radar and analyzed by Karam Shaar Advisory.
By the end of 2025,direct flights to Europe will still be limited.Except for the two weekly flights to Bucharest,major European or global airlines have not effectively resumed operations,and national airlines have not expanded to a wider international airspace accordingly.In this context,this analysis explores the regulatory and operational constraints that have led to the basic stagnation of the recovery process.
Domestic operational capability
In addition to security risks,entering the Syrian aviation market is still limited by the imperfect operational standards of Syrian airports.The international standards for airport regulation and operation defined by the International Civil Aviation Organization(ICAO)include Instrument Landing Systems(ILS),Radar and Communication Equipment,Aircraft Rescue and Fire Services(RFFS),operating manuals,certification procedures,and ongoing regulatory oversight.In Syria,multiple gaps in these areas limit the comprehensive normalization of operations.
In the past few years,Syria's aviation industry has experienced significant deterioration in terms of technology and regulatory capabilities.Restricted access to dual-use aviation technology and specialized equipment by the European Union and the United States.
In this context,Türkiye's key systems and equipment for Damascus International Airport entered the market earlier than Türkiye Airlines,which highlights the importance of removing operational barriers to promote market access.In early 2026,a new civilian radar system was put into use at Damascus International Airport,marking further steps towards improving air traffic management.Although these measures indicate gradual improvement,they have not yet reached full operational normalization.
International regulation and market access restrictions
The gap between European airlines and the Syrian market can be traced back to 2012.As the conflict escalated and the security situation around Damascus International Airport deteriorated,European airlines suspended direct services.The suspension was officially established on October 15,2012,when the European Council passed Decision 2012/634/CFSP,which prohibited Syrian Arab Airlines operated aircraft from landing,taking off or flying over EU territory.Originally intended as an operational response to security risks,it has now evolved into institutionalized isolation measures embedded within the EU compliance framework.
Syria continues to be seen as an airspace affected by the conflict.The European Aviation Safety Agency(EASA)maintains a Conflict Zone Information Bulletin(CZIB)advising operators to avoid the Damascus Flight Information Region(FIR)at all altitudes.Although this is not a formal ban,the designation serves as a risk signal in the airline's safety management system,as well as in the pricing and underwriting conditions of war risk insurance.The Federal Aviation Administration(FAA)of the United States also maintains similar operational restrictions on US aircraft carriers,further reinforcing Syria's designation as a high-risk operating environment.
Syrian Airlines also faces limitations when attempting to expand into other markets.Its average fleet age is about 24 years,while Syrian Airlines had an aircraft age of about 26 years before its renaming,exceeding about 15 years.Old fleets typically mean lower fuel efficiency,poorer emission performance,and greater difficulty in meeting modern noise standards.Within the EU regulatory framework,operational rights are linked to technical and environmental compliance requirements,including airworthiness and safety standards,as well as participation in environmental programs such as carbon offset mechanisms.Old fleets may need to be upgraded,modified,or updated to meet these requirements,which may limit their expansion into more regulated markets.
Infrastructure construction
In 2025,the government announced a series of airport infrastructure projects.This includes a reported$4 billion redevelopment plan for Damascus International Airport,as well as an upgrade for Aleppo Airport and a partnership with Flynas to enhance regional connectivity.These measures signify the government's commitment to modernizing airport facilities and related operational systems in accordance with international standards.
However,upgrading physical infrastructure alone cannot guarantee integration into the global aviation network.In the medium to long term,continuous progress in regulatory supervision,governance practices,and safety compliance will be key to restoring airline confidence and expanding international connectivity.
