Syria Rebuilds Aviation Sector: Airspace, Airports and New Routes

During July and August 2026, the Syrian civil aviation sector witnessed a concurrent series of developments as air traffic transiting Syrian airspace increased. In addition, airports reopened or began rehabilitation under Syrian administration, and foreign carriers resumed direct flights to Damascus, Aleppo, and Deir ez-Zor. Meanwhile, Damascus worked to rebuild international and regional flight routes and negotiate the restoration of additional connections.

The current developments can be read as a gradual rebuilding process of Syrian aviation across five interconnected stages: increasing air transit; restoring, rehabilitating, and assuming management of airports; returning routes and opening destinations; moving to restore other airlines and routes; and subsequently converting this activity into economic value and direct and indirect revenue.

Overflight Traffic: Regional Rerouting Benefits Syria

The most prominent indicator of the transformation in Syria’s aviation industry appears in the airspace itself. The General Authority of Civil Aviation and Air Transport announced that 20,315 aircraft transited Syrian airspace in July 2026, compared to 11,801 in May 2026, representing an increase of approximately 72% over two months.

This comes as part of a larger leap that began in May, when Syrian airspace recorded 11,801 transit operations, compared to 2,468 in May 2025. At the time, Reuters reported that regional disruptions and airspace closures led to a rerouting of many Gulf-to-Europe flights through Syrian airspace to avoid longer alternative routes.

Thus, Syrian airspace is no longer considered a geographical space situated between aviation hubs in the Gulf and Europe; rather, it has once again become part of airlines’ calculations when determining the most efficient routes.

Despite the significance of the leap, interpreting it requires caution, as a large portion of the current increase resulted from airlines rerouting flights due to regional disruptions and airspace closures.

Restoring Syria’s Airport Network

If overflight traffic represents Syria’s return to the aerial map, then the reactivation of airports represents the return of the aviation network on the ground.

Deir ez-Zor Boosts Regional Economy

Deir ez-Zor International Airport stands out as one of the most important examples, having been officially reopened on 5 August 2026 and beginning to receive flights after nearly 14 years of suspension and closure.

The Head of the General Authority of Civil Aviation and Air Transport, Omar Al-Hosari, confirmed that the resumption of flights to Deir ez-Zor Airport contributes to bridging distances and facilitating citizens’ mobility, while also supporting economic and developmental activity in the eastern region.

Latakia Set for Rehabilitation

On 9 August, the Syrian General Authority of Civil Aviation and Air Transport announced it was assuming management of Latakia Airport and working on its rehabilitation, a move that is expected to reintegrate its aviation facilities into the Syrian civil aviation system.

This step brings Latakia Airport under Syrian management for rehabilitation, providing the Syrian coast with an independent civil air connection and adding a hub to support traffic, tourism, business, and logistics.

Aleppo Serves as Syria’s Second International Gateway

Aleppo International Airport received the first flights arriving from Bucharest on 1 July 2026, operated by the Romanian airline DAN AIR, in a step that reconnected the city directly to Eastern Europe.

From Turkiye, SunExpress announced it would operate direct flights between Antalya and Aleppo as of 1 August, and between Izmir and Aleppo as of 2 August.

Aleppo’s network also expanded through LEAV Aviation flights between Cologne and Aleppo, while flynas launched direct flights between Riyadh and Aleppo.

Thus, Aleppo Airport became directly linked to destinations in Romania, Turkey, Germany, and Saudi Arabia, reinforcing its role as Syria’s second international air gateway alongside Damascus.

The significance here is that distributing traffic between two main airports reduces reliance on a single hub and provides airlines with multiple operational options, while also allowing different geographical regions within Syria to be connected to a single international network.

It is noteworthy that the Syrian General Authority of Civil Aviation and Air Transport reopened the closed southern air corridors last June and resumed operations at Damascus International Airport following an hours-long closure for security reasons, while Qamishli Airport remains on the path to rehabilitation and operational readiness.

Restoring International Flight Routes

Realising the economic potential of reopened airports depends on active flight operations. Consequently, direct routes to Damascus and Aleppo are resuming in tandem. 

The first LEAV Aviation flight from Dusseldorf to Damascus arrived on 29 July, restoring direct flights between the two cities after a nearly 14-year suspension.

The Authority also announced that LEAV Aviation will operate direct flights between Cologne and Aleppo, while Sundair commenced Berlin–Damascus flights, with the Berlin–Aleppo route expected to begin next October.

These developments show that the return of European aviation to Syria is not limited to restoring a single route but rather involves building a network that links several Syrian cities to multiple European hubs.

On 2 July 2026, Syrian Airlines restored the Damascus–Amsterdam route, becoming the national carrier’s first direct route to Europe following years of suspension.

This step gains an importance that goes beyond the number of flights, as it rebuilds the national carrier’s network and grants passengers a direct option to a major European hub, rather than relying on intermediate airports.

In the Gulf, Kuwait Airways restored its scheduled flights to Damascus on 15 July 2026, following years of suspension.

The return of the Kuwaiti carrier is particularly significant because Kuwait is an important Gulf transit point for the Syrian market, while operating to Deir ez-Zor from Kuwait opens an alternative route linking eastern Syria directly to the Gulf.

Jazeera Airways commencing flights to Deir ez-Zor on 8 August demonstrates how the rehabilitation of a local airport can rapidly transition from the infrastructure phase to the regional connectivity phase.

This came in addition to flights between several Saudi cities, including Riyadh, Jeddah, and Madinah, as well as Syria. Furthermore, Syrian Airlines announced the operation of its regular and direct flights between Damascus and Moscow starting on 16 August.

Rebuilding Ties with Germany and Egypt

On 16 July 2026, Syria and Germany signed an air transport agreement to expand air transport services between the two countries and pave the way for the resumption of direct flights.

Despite the expansion of the destination network, the process of Syrian air reconnection remains in its infancy. Last June and July, Syria and Egypt discussed strengthening civil aviation ties and restoring flights, though resumption hinges on fulfilling technical, security, and operational requirements.

Hence, the return of a new airline to Syria not only adds a destination to the flight schedule but also signals rising confidence in the operational environment.

Airports Generate Traffic & Economic Value

The effects of rebuilding the network are also evident in passenger traffic figures. Last May, Damascus International Airport recorded 1,532 flights and 148,305 passengers, while Aleppo International Airport recorded 412 flights and 40,451 passengers. As for last July, the total number of passengers through Damascus International Airport reached 243,260, comprising 147,318 arrivals and 95,942 departures, while the number of flights stood at 2,088, and the number of airlines reached 16.

Furthermore, Aleppo International Airport handled more than 66,000 passengers during last July, in an additional indicator of the expansion of the airport’s operational activity. All of this means that airports are not only regaining their function as transport facilities, but are rebuilding a vast economic chain around themselves.

Aviation as an Economic Engine

The economic value resulting from this boom can be divided into two main levels. First, direct revenue from the airspace. One of the biggest benefits of increased overflight traffic is the revenue from en-route air navigation fees. According to a document viewed by Reuters and airline operators, the fixed fees imposed amount to $499 per flight, distributed between $430 as a transit fee and $69 for communication fees, regardless of the aircraft’s type or size, with the possibility of additional fees imposed by handling agents.

Based on these fees, Reuters estimated that the 11,801 overflight operations in May could have generated around $5.9 million in overflight revenues. The Center for Strategic and International Studies also estimated potential revenues for June at roughly $7.79 million. As for July, multiplying the 20,315 flights by the $499 fee mathematically yields about $10.14 million. This figure is a theoretical calculation only and is not an official figure for realised revenues.

Second, revenues and economic activity around airports. Every flight that lands or takes off generates activity in ground handling services, aircraft parking, airport and passenger services, catering and operational services, air freight, ground transport to and from airports, hotels and tourism, travel services, trade and business traffic, and infrastructure-related investments.

Consequently, the return of aviation can act as an economic engine because the value of a flight does not stop at the ticket price or airport fees; rather, it extends to multiple sectors that rely on passenger, cargo, and business traffic.