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New Chronology (Rohl)

The New Chronology is an alternative chronology of the ancient Near East developed by English Egyptologist David Rohl and other researchers beginning with A Test of Time: The Bible - from Myth to History in 1995. It contradicts mainstream Egyptology by proposing a major revision of the established Egyptian chronology, in particular by re-dating Egyptian kings of the Nineteenth through Twenty-fifth Dynasties, bringing forward conventional dating by up to 350 years. Rohl asserts that the New Chronology allows him to identify some of the characters in the Hebrew Bible with people whose names appear in archaeological finds.

The New Chronology, one of several proposed radical revisions of the conventional chronology, has not been accepted in academic Egyptology, where the conventional chronology or small variations of it remains standard. Amélie Kuhrt, head of Ancient Near Eastern History at University College London, in one of the standard reference works of the discipline, notes, "Many scholars feel sympathetic to the critique of weaknesses in the existing chronological framework [...], but most archaeologists and ancient historians are not at present convinced that the radical redatings proposed stand up to close examination." Rohl's most vocal critic has been Kenneth Kitchen, one of the leading experts on biblical history and the author of the standard work on the conventional chronology of the Third Intermediate Period of Egypt, the period most directly affected by the New Chronology's redating of the Nineteenth to Twenty-fifth Dynasties.

Rohl's New Chronology

David Rohl's published works A Test of Time (1995), Legend (1998), The Lost Testament (2002), and The Lords of Avaris (2007) set forth Rohl's theories for re-dating the major civilisations of the ancient world. A Test of Time proposes a down-dating (bringing closer to the present), by several centuries, of the New Kingdom of Egypt, thus needing a major revision of the conventional chronology of ancient Egypt. Rohl asserts that this would let scholars identify some of the major events in the Hebrew Bible with events in the archaeological record and identify some of the well-known biblical characters with historical figures who appear in contemporary ancient texts. Lowering the Egyptian dates also dramatically affects the dating of dependent chronologies, such as that currently used for the Greek Heroic Age of the Late Bronze Age, removing the Greek Dark Ages, and lowering the dates of the Trojan War to within two generations of a ninth-century-BC Homer and his most famous composition, the Iliad.

The New Chronology lowers the Egyptian dates (established within the traditional chronology) by up to 350 years at points before the universally accepted fixed date of 664 BC for the sacking of Thebes by Ashurbanipal. For example, the New Chronology would redate the beginning of Egypt's 19th Dynasty from 1295 BC to 961 BC.

Before the 1995 publication of A Test of Time, Thomas L. Thompson, a theologian associated with Biblical Minimalism, had insisted that any attempt to write history based on a direct integration of biblical and extra-biblical sources was "not only dubious but wholly ludicrous". Rohl explained his view on the issue in The Lost Testament (2007): "Is the Old Testament history or myth? The only way to answer that question is to investigate the biblical stories using the archaeological evidence, combined with a study of the ancient texts of the civilisations which had a role to play in the Bible story. But this has to be done with an open mind. In my view the biblical text – just like any other ancient document – should be treated as a potentially reliable historical source until it can be demonstrated to be otherwise." Rohl had previously remarked in A Test of Time (1995) that he "did not originally set out to challenge our current understanding of the Old Testament narratives. This has come about simply because of the need to explore the ramifications of my TIP [Egyptian Third Intermediate Period] research. I have no religious axe to grind – I am simply an historian in search of some historical truth."

Rohl's redating is based on criticism of three of the four arguments which he considers are the original foundations of the conventional chronology for the Egyptian New Kingdom:
 * He asserts that the identification of "Shishaq [Shishak], King of Egypt" (1 Kings 14:25f; 2 Chronicles 12:2-9) with Shoshenq I, first proposed by Jean-François Champollion, is based on incorrect conclusions. Rohl argues instead that Shishaq should be identified with Ramesses II (probably pronounced Riamashisha), which would move the date of Ramesses' reign forward some 300 years.
 * Rohl also asserts that the record in the Ebers Papyrus of the rising of Sirius in the ninth regnal year of Amenhotep I, which is used in conventional chronology to fix that year to either 1542 BC or 1517 BC, has been misread, and instead should be understood as evidence for a reform in the Egyptian calendar.
 * Papyrus Leiden I.350, which dates to the 52nd year of Ramesses II, records a lunar observation which places that year of Ramesses's reign in one of 1278, 1253, 1228 or 1203 BC within the date-range of the conventional chronology. Having questioned the value of the Ebers Papyrus, Rohl argues that, since the lunar cycle repeats itself every 25 years, it is only useful for fine tuning a chronology and could equally apply to dates 300 years later as in the New Chronology.

Thus, Rohl is of the opinion that none of these three foundations of the conventional Egyptian chronology are secure, and that the sacking of Thebes by the Assyrian king Ashurbanipal in 664 BC is the earliest fixed date in Egyptian history.

Evidence adduced
Rohl bases his revised chronology (the New Chronology) on his interpretation of numerous archeological finds and genealogical records from Egypt. For example:

 * Rohl notes that no Apis bull burials are recorded in the Lesser Vaults of the Serapeum of Saqqara for the Twenty-first and early Twenty-second Dynasties. He also argues that the reburial sequence of the mummies of the New Kingdom pharaohs in the Royal Cache (TT 320) shows that these two dynasties were contemporary (thus explaining why there are too few Apis burials for the period). Rohl finds that in the royal burial ground at Tanis it appears that the tomb of Osorkon II of the 22nd Dynasty was built before that of Psusennes I of the 21st Dynasty; in Rohl's view this can only be explained if the two dynasties were contemporary.
 * Rohl offers inscriptions that list three non-royal genealogies which, when one attributes 20 to 23 years to a generation, show, according to Rohl, that Ramesses II flourished in the 10th century BC as Rohl advocates. In the conventional chronology, all three genealogies would be missing seven generations. He also argues that there are no genealogies that confirm the conventional dates for Ramesses II in the 13th century BC.
 * One of Rohl's methods is the use of archaeoastronomy, which he employs to fix the date of a near-sunset solar eclipse during the reign of Akhenaten and observed from the city of Ugarit. Based on calculations, using computer astronomy programs, Rohl asserts that the only time when this eclipse could have occurred during the whole second millennium BC was on 9 May 1012 BC. This is approximately 350 years later than the conventional dates for Akhenaten (1353-1334 BC).
 * Rohl's dates for Amenemhat III of the Twelfth Dynasty in the 17th century BC have found support in the work of astronomer David Lappin, whose research finds matches for a sequence of 37 out of 39 lunar month lengths recorded in 12th Dynasty contracts; the conventional chronology matches at best 21. According to Lappin, this pattern provides "startling" support for Rohl's chronology.

Shishaq

Most Egyptologists accept Shishaq as an alternative name for Shoshenq I.  Rohl disputes that Shoshenq's military activity fits the biblical account of Shishaq on the grounds that the two kings' campaigns are completely different and Jerusalem does not appear in the Shoshenq inscription as a subjected town. He also points out that Ramesses did campaign against Israel and that he had a short form of his formal name which was in use in Palestine. That name was Sysw, whilst the early Hebrew alphabet did not distinguish between S and SH, so the biblical name may have originally been Sysq. Rohl has also argued that the qoph ending may be a later misreading of the early sign for waw which in the 10th century was identical to the 7th century sign for qoph. Thus 7th-century Sysq may have been a mistaken later reading of 10th-century Sysw.

The theory that Ramesses II (hypocoristicon Sysa), rather than Shoshenq I, should be identified with the biblical Shishak is not widely accepted.

Kevin Wilson agrees only partially with David Rohl. Wilson accepts that there is a mismatch between the triumphal relief of Shoshenq I and the biblical description of King Shishak. However, he does not think that this discrepancy gives sufficient reason for doubting the identification of Shoshenq I with King Shishak of the Bible. Wilson writes about Shoshenq's inscription, "Contrary to previous studies, which have interpreted the relief as a celebration of his Palestine campaign, neither the triumphal relief nor any of its elements can be utilized as a source for historical data about that campaign. … the triumphal relief can unfortunately play no role in the reconstruction of Shoshenq’s campaign." Wilson's view is not supported by Kenneth Kitchen who states: "That the great topographical list of Shoshenq I at Karnak is a document of the greatest possible value for the history and nature of his campaign against Judah and Israel is now clearly established beyond all dispute, thanks to the labours expended on that list by a series of scholars. However, the composition and interpretation of the list still require further examination and clarification". Other leading scholars who have studied the campaign relief point out that it is indeed a unique list of subjected towns and not a copy of an earlier campaign by a more celebrated pharaoh. This originality makes it far more likely that it is a true representation of cities and locations brought under Egyptian control by the military activities of Shoshenq I.

Implications of the New Chronology
The implications of a radical down-dating of the conventional Egyptian chronology, such as that proposed by Rohl and other revisionists, are complex and wide-ranging. The New Chronology affects the historical disciplines of Old Testament studies, Levantine archaeology, Aegean and Anatolian archaeology and Classical studies, and raises major issues concerning Mesopotamian chronology and its links with Egypt and Anatolia.

Implications for Egypt and her neighbours
Redating the reign of Ramesses II to three centuries later than that given by the conventional chronology would reposition the date of the Battle of Kadesh and revise the linked chronology of Hittite history, and would need a revision of the chronology of Assyrian history before 911 BC. Given the dependence of Hittite chronology on Egyptian chronology, a lowering of Egyptian dates would result in a lowering of the end of the Hittite New Kingdom and a resulting reduction (or complete removal) of the Anatolian Dark Age.

During the Amarna period, a chronological synchronism between Egypt and Assyria is attested through the correspondence of Pharaoh Akhenaten and a King Ashuruballit. In the conventional chronology, this Ashuruballit is identified with Ashur-uballit I of the early Middle Assyrian Empire, but the New Chronology has proposed the addition of an otherwise unknown King Ashuruballit "II" during the Middle Assyrian "dark age" as the author of the Amarna letters. Given that the Ashuruballit I synchronism with Akhenaten has become the crucial link between Egyptian and Mesopotamian history in recent years, this issue is a key area of focus and dispute.

Implications for the Bible
As explained above, the New Chronology rejects the identification of Shoshenq I with the biblical Shishaq, and instead offers Ramesses II (also known by his nickname "Sysa") as the real historical figure behind the Shishaq narrative.

Rohl identifies Labaya, a local ruler in Canaan whose activities are documented in the Amarna Letters, with Saul, and identifies David with Dadua ("Tadua"), also mentioned in Amarna Letter EA256. Saul and Labaya share the same demise - "both die in battle - against a coalition of city states from the coastal plain - on or near Mount Gilboa, both as a result of betrayal." Both also have a surviving son whose name translates as "Man of Baal."

The New Chronology places Solomon at the end of the wealthy Late Bronze Age rather than in the relatively impoverished Early Iron Age. Rohl and other New Chronology researchers contend that this fits better with the Hebrew Bible's description of Solomon's wealth.

Furthermore, Rohl shifts the Israelite Sojourn, Exodus and Conquest from the end of the Late Bronze Age to the latter part of the Middle Bronze Age (from the Nineteenth Dynasty to the Thirteenth/Hyksos period). Rohl claims that this solves many of the problems associated with the historicity issue of the biblical narratives. He makes use of the archaeological reports from Avaris, in the eastern Nile Delta, which show that a large Semitic-speaking population lived there during the Thirteenth Dynasty. These people were culturally similar to the population of Middle Bronze Age (MB IIA) Canaan. Rohl identifies these Semites as the people upon whom the biblical tradition of the Israelite Sojourn in Egypt was subsequently based.

Towards the end of the Middle Bronze Age (late MB IIB) archaeologists have revealed a series of city destructions which John Bimson and Rohl have argued correspond closely to the cities attacked by the Israelite tribes in the Joshua narrative. Most importantly, the heavily fortified city of Jericho was destroyed and abandoned at this time. On the other hand, there was no city of Jericho in existence at the end of the Late Bronze Age, drawing William Dever to conclude that "Joshua destroyed a city that wasn’t even there". Rohl claims that it is this lack of archaeological evidence to confirm biblical events in the Late Bronze Age which lies behind modern scholarly skepticism over the reliability of the Hebrew Bible narratives before the Divided Monarchy period. He gives the example of Israeli professor of archaeology, Ze'ev Herzog, who caused an uproar in Israel and abroad when he gave voice to the "fairly widespread" view held among his colleagues that "there had been no Exodus from Egypt, no invasion by Joshua and that the Israelites had developed slowly and were originally Canaanites," concluding that the Sojourn, Exodus and Conquest was “a history that never happened.” However, Rohl contends that the New Chronology, with the shift of the Exodus and Conquest events to the Middle Bronze Age, removes the principal reason for that widespread academic skepticism.

Geographical identifications
Rohl, in addition to his chronology, also has some geographical ideas that are different from the conventional notions. These include:

 * The Garden of Eden (the urheimat [homeland] of the Sumerians), according to Rohl, was located in what is now northwestern Iran, between Lake Urmia and the Caspian Sea.
 * The Tower of Babel, according to Rohl, was built in the ancient Sumerian capital of Eridu.
 * The site of the ancient city of Sodom is "a little over 100 metres beneath the surface of the Dead Sea," a few kilometers south-by-southeast from En-Gedi.
 * The Amalekites defeated by King Saul were not the ones living in the Negev and/or the Sinai, but a northern branch of this people, "in the territory of Ephraim, on the highlands of Amalek" - or, in an alternative translation "in the Land of Ephraim, the mountains of the Amalekites" (Judges 12:15). This is supported by the report that, immediately following his destruction of the Amalekites, "Saul went to Carmel and set up a monument" (I Samuel 15:12). Once Saul is removed from the Negev and the Sinai, "Saul's kingdom as described in the Bible is precisely the area ruled over by Labaya according to the el-Amarna letters."

In Egyptology
Mainstream Egyptology has not adopted the New Chronology, continuing to employ the standard chronology in mainstream academic publications. Rohl's most vocal critic has been Professor Kenneth Kitchen, formerly of Liverpool University, who called Rohl's thesis "100% nonsense." By contrast, other Egyptologists recognise the value of Rohl's work in challenging the bases of the Egyptian chronological framework. Professor Erik Hornung acknowledges that "...there remain many uncertainties in the Third Intermediate Period, as critics such as David Rohl have rightly maintained; even our basic premise of 925 [BC] for Shoshenq’s campaign to Jerusalem is not built on solid foundations." Academic debate on the New Chronology, however, has largely not taken place in Egyptological or archaeological journals. Most discussions are to be found in the Institute for the Study of Interdisciplinary Sciences' Journal of the Ancient Chronology Forum (1985–2006).

Chris Bennett (1996), while saying "I am quite certain that Rohl’s views are wrong" notes that besides academic debate on problems with the conventional chronology, such as those associated with the Thera eruption, a "far deeper challenge ... has been mounted in the public arena." The history of this challenge to mainstream consensus outside of academic debate originates with the 1991 Centuries of Darkness by Peter James, together with Rohl, co-founder of the Institute for the Study of Interdisciplinary Sciences. Centuries of Darkness postulated 250 years of non-existent "phantom time" in the conventional chronology based on an archaeological "Dark Age".

Kenneth Kitchen's arguments against the New Chronology have focused on Rohl's Third Intermediate Period revision which proposes an overlap between the 21st and 22nd Dynasties. In particular Kitchen challenges the validity of the chronological anomalies raised by Rohl, questioning whether they are true anomalies and offering his own explanations for the apparent problems raised by Rohl. Kitchen accuses New Chronologists of being obsessed with trying to close gaps in the archaeological record by lowering the dating.

Grouping all radical revisions of Egyptian chronology together without distinction, Erik Hornung, in his Introduction to the Handbook of Ancient Egyptian Chronology, makes the following statement:

"We will always be exposed to such attempts, but they could only be taken seriously if not only the arbitrary dynasties and rulers, but also their contexts, could be displaced.... In the absence of such proofs we can hardly be expected to 'refute' such claims, or even to respond in any fashion ... It is thus neither arrogance nor ill-will that leads the academic community to neglect these efforts which frequently lead to irritation and distrust outside of professional circles (and are often undertaken with the encouragement of the media). These attempts usually require a rather lofty disrespect of the most elementary sources and facts and thus do not merit discussion. We will therefore avoid discussion of such issues in our handbook, restricting ourselves to those hypotheses and discussions which are based on the sources."

Bennett (1996), whilst not accepting Rohl's thesis, suggests that such out-of-hand rejection may be inappropriate in Rohl's case, since "there is a world of difference between [Rohl's] intellectual standing and that of Velikovsky, or even Peter James" since, unlike "popular radicalisms" such as those of Velikovsky, Bauval or Hancock, "Rohl has a considerable mastery of his material."

Professor Amélie Kuhrt, head of Ancient Near Eastern History at University College, London, in one of the standard reference works of the discipline, states:

"An extreme low chronology has been proposed recently by a group devoted to revising the absolute chronology of the Mediterranean and Western Asia: P. James et al., Centuries of Darkness, London, 1991; similar, though slightly diverging revisions, are upheld by another group, too, and partly published in the Journal of the Ancient Chronology Forum. The hub for the dating of other cultures is Egypt, so much of the work of both groups focuses on Egyptian evidence. Many scholars feel sympathetic to the critique of weaknesses in the existing chronological framework presented in these volumes, but most archaeologists and ancient historians are not at present convinced that the radical redatings proposed stand up to close examination."

Radiocarbon dating
In 2010, a series of corroborated radiocarbon dates were published for dynastic Egypt which suggest some minor revisions to the conventional chronology, but do not support Rohl's proposed revisions.

In popular media
In 1995, Rohl published his version of the New Chronology, in the best-selling book A Test of Time, accompanied by a 1995 Channel 4 three-part series Pharaohs and Kings - A Biblical Quest. A Test of Time takes up the general scenario presented by James, adding many details omitted in 1991, including the "dramatic results" pertaining to Biblical chronology. Whilst the New Chronology has not been broadly accepted in academia, it has been widely disseminated to the public since the 1990s via Rohl's best-selling books and the 1995 Channel 4 television documentary, aired in the United States in 1996 on The Learning Channel. Berthoud (2008) contrasts the "near-unanimous" rejection of Rohl's theories in Egyptology with the "sensational effect" his books, combined with the television series, had on the general public.

The reaction of some leading figures from the academic establishment has been very hostile. Kenneth Kitchen presented a "savage review" of Centuries of Darkness in the Times Literary Supplement, and the British Museum banned A Test of Time from its museum store.

By evangelicals
In December 1999, the Dutch language internet journal Bijbel, Geschiedenis en Archeologie (Bible, History and Archaeology) devoted space to a debate about Rohl's New Chronology. According to evangelical scholar, J.G. van der Land, editor of the journal, Rohl's time-line resolves some archaeological anomalies surrounding ancient Egypt, but creates conflicts with other areas that make it untenable. His arguments were then countered by Peter van der Veen and Robert Porter. In the final article in the issue, van der Land identified some new issues for Rohl's chronology arising from recent finds in Assyrian letters.

title: New Chronology (Rohl)


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Long Island MacArthur Airport

Long Island MacArthur Airport, formerly known as Islip Airport, is a public airport in Ronkonkoma, in the Town of Islip, in Suffolk County, on Long Island, New York, United States. Covering 1,311 acre, the airport was established in 1942, was activated in 1943, and began serving as a commercial airport in 1960. It has three runways and two helipads.

Owned and operated by the Town of Islip, MacArthur Airport serves Nassau and Suffolk counties as an alternative to John F. Kennedy and LaGuardia airports – both of which are located in the Borough of Queens in New York City. Shuttle buses connect the airport to the Long Island Rail Road's Ronkonkoma station.

The Federal Aviation Administration (FAA) designated LIMA an Official Metro Airport in early 2011, meaning it is now grouped with LaGuardia, Kennedy, and Newark in travel and informational searches for New York airports, thus providing better exposure. MacArthur Airport does not share the congested airspace of the city-centric airports, and it has an exceptional record of on-time performance. In 2009, 83.6% of flights arrived on time and 85.6% of flights departed on time.

In 2016, it had 124,154 aircraft operations, an average of 340 per day; 84% general aviation; 7% scheduled airline; 6% air taxi and 2% military. In 2017, the airport served more than 1.29 million airline passengers. In July 2018, 247 aircraft were based at Islip: 141 single-engine, 30 multi-engine, 36 jets, 31 helicopters, and 9 military. The town-owned Foreign Trade Zone is next to the airport property.

Early years
In April 1942, the Town of Islip contracted with the federal government to build an airfield on town-owned land for military use. Within months, the Civil Aeronautics Administration – the predecessor to today's Federal Aviation Administration – funded the construction of the airport and three paved runways through the federally-funded Development of Landing Areas for National Defense (DLAND) program. Originally named Islip Airport, at the suggestion of Charles H. Duryea – a local elected official, the airport was renamed MacArthur Airport after U.S. Army General Douglas MacArthur, whose dramatic escape from the Philippines during World War II had captured the attention of the world. The airport was officially activated in May 1943.

In 1944, Lockheed Aircraft Corporation built the first hangar at the airport. Five years later, the Town of Islip built the airport's first terminal building, in preparation for airline flights. Through the 1950s, the Sperry Corporation conducted aerospace research at the airport.

In 1947, the Town of Islip offered the airport to the Port of New York Authority (which is today the Port Authority of New York and New Jersey). The offer was rejected by the authority because of the airport's location outside of the port region.

Commercial service era
In 1960, Allegheny Airlines was the first scheduled passenger airline at Islip, flying to Boston, Philadelphia, and Washington, D.C. The March 1961 Official Airline Guide lists five weekday Convair 440 departures: a nonstop to Washington National, one to Baltimore, and three flights direct to Boston via several stops. The General Douglas MacArthur Terminal was completed in 1966. In 1967 Mohawk Airlines began two Fairchild Hiller FH-227 flights a day, to Bridgeport and Albany and beyond with one flight continuing to Toronto. By 1969 Mohawk was flying BAC One-Elevens nonstop to Syracuse. In 1972 Mohawk had nonstops to Albany with direct service to Buffalo and Rochester. Mohawk would soon be merged into Allegheny Airlines.

In 1971, American Airlines began flying nonstop Boeing 727-100s to Chicago O'Hare Airport. By 1974 Allegheny had started BAC One-Elevens and McDonnell Douglas DC-9-30s nonstop to Albany and Ronald Reagan Washington National Airport, and direct jets to Burlington, Vermont, Cincinnati, and Detroit. Allegheny continued operating Convair 580s nonstop to Albany, Boston, Bridgeport, and Washington, D.C., in addition to direct Convair 580s to Buffalo and Rochester. Allegheny would be renamed USAir, which then became US Airways, with these respective airlines operating service into the airport for many years before US Airways was merged into American.

The Official Airline Guide (OAG) shows the following passenger jets to Long Island MacArthur nonstop from the following at various times from the late 1960s to the late 1990s, with types:

 * Allegheny Airlines: Albany, New Haven, Washington, D.C., National Airport –  BAC One-Eleven, McDonnell Douglas DC-9-30
 * American: Chicago O'Hare Airport, Raleigh/Durham – Boeing 727-100, Boeing 727-200, Fokker 100, McDonnell Douglas MD-80
 * Braniff International Airlines: Orlando – Boeing 727-200
 * Carnival Air Lines: Fort Lauderdale, Fort Myers, Orlando, Tampa, West Palm Beach – Boeing 737-400
 * Continental: Washington, D.C., Dulles International Airport – Boeing 737-300
 * Delta Express: Fort Lauderdale, Orlando, Tampa – Boeing 737-200
 * Eastern Airlines: Atlanta, Fort Lauderdale, Orlando, Providence – Boeing 727-100, Boeing 727-200
 * Mohawk Airlines: Syracuse – BAC One-Eleven
 * New York Air: Washington, D.C., Dulles International Airport - McDonnell Douglas DC-9-30
 * Northeastern International Airways: Boston, Fort Lauderdale, Hartford, Orlando, Philadelphia, St. Petersburg, West Palm Beach – Boeing 727-100, Boeing 727-200, Douglas DC-8
 * Spirit Airlines: Detroit, Fort Lauderdale, Fort Myers, Tampa, West Palm Beach – McDonnell Douglas MD-80, McDonnell Douglas MD-87
 * United: Chicago O'Hare Airport – Boeing 727-100, Boeing 727-200
 * USAir: Albany, Baltimore, Charlotte, Fort Lauderdale, Orlando, Pittsburgh, Syracuse, Washington, D.C., National Airport – Boeing 727-200, Boeing 737-200, Boeing 737-300, Boeing 737-400, BAC One-Eleven, Fokker F28, Fokker 100, McDonnell Douglas DC-9-30

A number of commuter and regional airlines served the airport from the late 1970s to the late 1990s, including Allegheny Commuter, Altair Airlines, Atlantic Coast Airlines operating as United Express, Business Express Airlines operating as Delta Connection, Continental Express, Empire Airlines (1976-1985), Mall Airways, Metro Airlines Northeast operating as Trans World Express, Mohawk Airlines (a later commuter air carrier version), NewAir and its predecessor New Haven Airways, Piedmont Regional Airlines operating on behalf of Piedmont Airlines (1948-1989), Pilgrim Airlines, Precision Airlines operating as Northwest Airlink, Ransome Airlines and USAir Express and its successor US Airways Express. According to the OAG, prop types operated by these smaller airlines to the airport included the ATR-42, Beechcraft 99, Beechcraft 1900C, BAe Jetstream 31, de Havilland Canada DHC-6 Twin Otter, de Havilland Canada DHC-7 Dash 7, de Havilland Canada DHC-8 Dash 8, Dornier 228, Embraer EMB-110 Bandeirante, Nord 262, Piper Navajo, Saab 340, Short 330, Short 360 and Swearingen Metro.

In 1989, construction of two small, four-gate concourses connected to the existing terminal building commenced. The project was completed in 1990; the two concourses included the first jet bridges installed at the airport.

In 1994, Continental Express was operating ATR-42s nonstop between the airport and the Continental Airlines hub at Newark Airport. By 1999, Atlantic Southeast Airlines (ASA) flying as Delta Connection was operating Canadair CRJ-200s nonstop to the Delta Air Lines hub in Atlanta while Comair, also flying as Delta Connection, was operating Canadair CRJ-200s nonstop to Delta's hub in Cincinnati. Also in 1999, Continental Express was flying Embraer ERJ-145s nonstop to the Continental Airlines hub in Cleveland. Southwest Airlines also arrived at Islip in 1999, with nonstop Boeing 737-700s to Baltimore, Chicago Midway Airport, Nashville, and Tampa.

In the early 2000s, Continental Express continued to serve the airport with nonstop regional jets to Cleveland while Continental Connection scheduled nonstop turboprops to Albany, New York; both services ended in 2005. Spirit Airlines scheduled flights to several Florida cities and Detroit, before moving to LaGuardia Airport in 2001; in May 2008 the airline resumed service to Fort Lauderdale from MacArthur, but dropped it shortly thereafter. Delta Express, which had nonstops to Orlando and Fort Lauderdale, dropped MacArthur Airport in 2003 after a decline in traffic. Delta Connection regional jet service to Atlanta flown by Atlantic Southeast Airlines (ASA) on behalf of Delta Air Lines ended on May 1, 2008, following a mid-April announcement that Delta and Northwest Airlines were planning to merge – a move that led to changes for the merged airline. Following the September 11, 2001 attacks, MacArthur Airport saw a 25% decrease in passenger traffic. Passenger traffic later increased, but they decreased again in 2006. Charts depicting annual operations and passenger boardings are in Appendix C and D. In 2005 MacArthur Airport had 173,135 total operations; during this year 1,055,832 passenger were enplaned, 7.07% more than 2004. In 2006 MacArthur had 189,390 total operations with 1,138,061 passenger boardings. The year 2007 brought total operations at MacArthur down to 184,760 but passenger boardings increased to 1,167,515, MacArthur's highest boardings in the last 6 years. In 2008, total operations at MacArthur were 179,230 and passenger boardings were down to 1,048,768; in 2009, 159,736 total operations and 929,902 passenger boardings. From 2005 to 2009 almost every category of MacArthur's operations has declined: airline, military, air taxi, and general aviation. A figure was released in the 2010s citing a 46.4% decrease from 2007 to 2012, the most loss in any small hub airport. The figures rose back up as the decade progressed, but temporarily dipped down again in 2020 due to COVID-19. By 2023, the figures had again increased, with 1,278,000 passengers recorded that year.

In 2004, MacArthur Airport embarked on an expansion that included a new, Gensler-designed Southwest Airlines terminal built by the airline at a cost of $65million. Phase one of the expansion included four gates to be used by Southwest, as well as space for shops and restaurants. Phase two, completed in November 2006, added four more gates for a total of eight new gates. Prior to the expansion project, passengers had to pass back through the ticketing area of the airport to reach the baggage claim area. With the completion of Phase two, the new concourse provided a more convenient exit point to baggage claim, ground transportation, and the airport's roadway exit. Nevertheless, the location of the baggage claim area still requires most travelers using the airport's long-term parking lots to pass back through the ticketing area of the airport to reach their vehicles. The construction of the 2004 expansion caused a scandal when it was discovered that the new concourse was built without the needed approvals from New York State and with numerous violations.

The then-Suffolk County District Attorney Thomas J. Spotta, who was involved in the investigation of the scandal, stated that large portions of the new concourse were in violation of fire and safety codes, causing risks to public safety. Violations included the main electrical control room being built with improperly-placed fire sprinklers, creating an explosion risk – and natural gas pipes being constructed right below the terminal's air conditioning intake manifolds, creating a risk for gas entering the terminal through its ventilation systems in the event of a gas leak. Town officials eventually pled guilty to corruption charges in connection to the scandal, and work was done to rectify the violations and bring the terminal up to all safety and fire codes.

A major proponent of the airport's 2004–2006 expansion projects was Peter J. McGowan, then the Islip Town Supervisor; the new concourse was named after McGowan. The terminal was renamed the Veterans Memorial Concourse in homage to Long Island's distinction as home to more military veterans than almost any other community in the United States.

In late September 2007, Ryanair, an ultra-low cost airline based in Ireland, proposed to fly between MacArthur Airport and its hub in Dublin, Ireland. The proposal was ultimately called off.

A new control tower was completed in 2010 and opened in 2011 to replace the tower built in the early 1960s, which had become functionally obsolete and had fallen into disrepair. In 2010, construction also began on a new Fuel Farm, which would the open the following year and increase the airport's jet fuel supply; it was built through a partnership between the Town of Islip and Southwest Airlines. Soon thereafter, the roadway in front of the terminal was reconfigured; another taxiway was also constructed along with other projects using FAA airport improvement program funds. Development of the West Side, home to a thriving general aviation sector, was to be underway in late 2010.

While the airport continues to expand it has added numerous amenities, including free courtesy cell phone parking. In November 2009, MacArthur Airport became the only airport in the tri-state region to offer free wireless Internet service in the entire terminal and in the courtesy cell phone parking lot. In addition, the airport launched several tools designed to provide up-to-date information to travelers, including its first official website, flyLIMA.com.

In 2014, the airport opened an international arrivals & U.S. Customs facility for private plane passengers, which is able to accommodate non-U.S. Citizens.

In January 2016, plans were announced to build a U.S. Customs Station at MacArthur Airport for commercial flights, with help from financial assistance from New York State Governor Andrew Cuomo – an attempt at making MacArthur an international destination and at enticing airlines to add MacArthur to their destinations; the proposal had been discussed for a number of years by local, state, and federal officials. A marketing campaign for the airport was soon launched by the Town of Islip, including through advertisements on public transportation, digital marketing, and radio spots. Additionally, a new logo and slogan were unveiled.

As of December 2022, Southwest operated year-round, non-stop service to Baltimore, Fort Lauderdale, Orlando, Tampa, Nashville, and West Palm Beach. Allegiant Air previously operated two weekly flights on a seasonal basis to Fort Myers/Punta Gorda, Florida using McDonnell Douglas MD-80s but no longer serves the airport. PenAir began operating two daily nonstop flights to Boston in July 2013, but stopped flying to MacArthur a year later. The last legacy carrier to serve Islip was American Airlines with Embraer ERJ-145 code share flights operated by its American Eagle Airlines regional affiliate Piedmont Airlines to Philadelphia. Service to Washington–National ended on July 2, 2014, after the merger between US Airways and American. The newly merged airline had to cut service to 17 cities from Washington–National because of an antitrust lawsuit preventing the airline from monopolizing slots at National Airport. American Airlines reapplied for nonstop service between MacArthur Airport and Washington–National when two slots opened up, but the airline lost the bid for both in early 2015.

In January 2017, the airport was used as the landing location for the aircraft carrying Joaquin "El Chapo" Guzman to New York with law enforcement agents for his persecution, following his arrest and extradition to the United States from Mexico.

On July 17, 2017, Frontier Airlines announced service to 10 new cities using aircraft as large as the Airbus A321, which approaches the Boeing 757 in range and passenger capacity – a first for the airport in that past decade. Breeze Airways began service to and from the airport in 2022 and added additional routes in 2023.

In 2020, a new general aviation hangar opened at the airport. Ground was also broken that year on a new intermodal transportation facility.

In September 2022, American Airlines ended service to Islip citing a regional pilot shortage as the main reason behind the cut. Also taking place in 2022 was the opening of a new ground transportation center at the airport. This facility houses all of the rental car agencies present on-site at the airport.

In February 2023, the airport property was designated as a superfund site due to chemicals being detected in the soil and groundwater; negotiations between the New York State Department of Environmental Conservation and the Town of Islip soon started, with both parties working to ensure the site's cleanup.

Also taking place in February 2023 was the commencement of a major, $26million terminal renovation project. The Airport received an additional $2.7million in federal funds for further terminal renovations that June.

In June 2024, JetBlue Airways announced that it would commence service at MacArthur Airport, with flights set to begin that October.

Future
In February 2024, the Federal Aviation Administration approved the Town of Islip's plan to erect a new terminal on the north side of the airport, to be built as part of the Midway Crossing project. The $3.3 billion project will consist of a new terminal and parking facilities; the new terminal will be directly connected to the Ronkonkoma Long Island Rail Road station via a pedestrian walkway. The first phase of the terminal's construction will see the construction of eight gates.

Runways and taxiways
The airport covers 1311 acre of land has three runways and two helipads:

 * 06/24: 7006 x, asphalt, grooved
 * 15L/33R: 5186 x, asphalt, grooved
 * 15R/33L: 3175 x, asphalt
 * Helipad H1: 50 x, asphalt
 * Helipad H2: 50 x, asphalt

A fourth runway – Runway 10/28 – previously existed at the airport. It was closed in the late 2010s. That runway, at the time of its closure, was 5034 x with an asphalt surface.

The approaches to Runway 06/24 are equipped with Instrument Landing Systems.

Terminal
MacArthur Airport’s original terminal opened in 1966. The terminal was expanded between 1989 and 1990, with the creation of two concourses with two gates each. In 2004, construction commenced on the current terminal through an expansion and renovation project funded by Southwest Airlines; the terminal expansion was built off and replaced portions of the existing 1966 terminal, while other, existing portions were renovated.

Air navigation
MacArthur Airport has a 158 ft control tower, located on the south side of the airport. The tower, which replaced one built in the early 1960s, was built at a cost of roughly $20 million (2010 USD) and includes a 525 sqft control cab.

Additionally, the New York Air Route Traffic Control Center (ZNY) – known as an ARTCC for short – is located at the airport.

General aviation
Long Island MacArthur Airport's houses numerous general aviation tenants and buildings. Tenants include Sheltair Aviation and ExcelAire – the latter of which is headquartered at the airport – as well as numerous flight schools, such as ATP Flight School.

Other facilities
The Suffolk County Police (SCPD) Aviation Section has a law enforcement and MEDEVAC helicopter based at MacArthur Airport. The base is staffed 24 hours a day by police pilots, as well as flight paramedics employed by the Stony Brook University Medical Center.

The airport has a jet fuel farm with a maximum storage capacity of 300,000 gallons of jet fuel.

Until the early 1990s, the 2nd Battalion (Attack), 142nd Aviation Regiment of the N.Y. Army National Guard's 42nd Infantry Division Aviation Brigade, was based at MacArthur Airport, equipped with Bell Helicopter AH-1 Cobra (F model) gunships. In 2006, the 3rd Battalion (Assault), 142nd Aviation Regiment moved its headquarters from Latham, New York to Long Island MacArthur Airport, bringing its Sikorsky UH-60L Black Hawk helicopters. In May 2007, following yet another reorganization in which the battalion was re-configured, the unit received its mobilization alert order to participate in Operation Iraqi Freedom. Over the course of their deployment, the unit – which came to be known as Task Force Jester – flew more than 15,000 flight hours. The last of the battalion's troops returned home to Long Island MacArthur Airport in May 2009. An Army Aviation Support Facility is also housed at the airport.

The airport is also home to Civil Air Patrol's Long Island Group's Suffolk Cadet Squadron 10, and the radio station WRCN-FM maintains its offices and studios within the airport.

Airport operations
Long Island MacArthur Airport's airspace is designated as class C with a ceiling 4100 ft above mean sea level when the airport's control tower is staffed. Between midnight and 6:00 AM, when the control tower is closed, the airport's airspace reverts to class E.

At night, Runway 15L/33R – the airport's smallest and narrowest runway – is not used for takeoffs or landings.

All passenger food catering within the airport terminal is provided by HMSHost.

Airport administration
Long Island MacArthur Airport is owned by the Town of Islip and is operated by the Town of Islip Department of Aviation. The department is led by the Commissioner of Aviation and Transportation, which works closely with the Islip Town Council to manage & operate the airport. The Department of Aviation's divisions include Airport Operations, Custodial, Fire Rescue, Law Enforcement, Maintenance, Construction, and Administration.

As of 2024, the Commissioner of Aviation and Transportation is Shelley LaRose–Arken.

Car
MacArthur Airport's terminal is accessible from Veterans Memorial Highway (NY 454) via Johnson Avenue. It is also accessible from the Long Island Expressway (I-495) via Exits 57, 59, and 60 – and from Sunrise Highway (NY 27) via Exit 49.

Bus
Suffolk Transit's Route 6 bus route serves the airport, connecting it with the Walt Whitman Mall in Huntington Station to the west, and the Patchogue LIRR station in Patchogue to the east. Route 6 also stops at the Central Islip LIRR station.

The Hampton Jitney's Westhampton, Montauk, and North Fork lines stop along the Long Island Expressway (Interstate 495) at Exit 60. It is called the Islip Airport Connection, and is a short taxicab ride away from the airport terminal.

Rail
MacArthur Airport is connected with the nearby Ronkonkoma Long Island Rail Road station by shuttles and taxi service. The LIRR offers passengers transportation to nearby New York City.

The Central Islip and Patchogue stations are also accessible from the airport, via Suffolk County Transit's Route 6 bus route.

Accidents and incidents

 * On April 4, 1955, a Douglas DC-6 of United Airlines operating on a pilot test flight bound for LaGuardia Airport lost control soon after take-off and subsequently crashed, killing all three crew members on board.
 * On November 23, 1999, a U.S. Army National Guard UH-1H "Huey" helicopter crashed in fog during an attempted landing after training exercises above eastern Long Island; two were killed and two injured.
 * On July 25, 2008, a bomb threat was received for Southwest Airlines Flight 2622, bound for Chicago. Subsequently, Concourse A was evacuated for several hours and a thorough search of the airplane and building commenced. No dangerous items were found.
 * On June 5, 2010, a Beechcraft Musketeer carrying a student pilot and instructor crashed into a commercial building just after taking off, bursting into flames. The aircraft was destroyed in the fire, and both of the plane's occupants received injuries and burns.
 * On January 7, 2011, a Bombardier Dash 8-100 operating as Piedmont Airlines Flight 4507 on behalf of American Airlines, with service from Philadelphia International Airport to Tweed New Haven Airport, had to divert to MacArthur after being struck by lightning over the Long Island Sound, causing electrical problems. The diversion was successful, and the 33 passengers were bussed to New Haven.
 * On November 1, 2018, Frontier Airlines Flight 1851 made an emergency landing at MacArthur Airport shortly after taking off from it, due to fumes in the cabin of the Myrtle Beach-bound Airbus A321 aircraft. Thirteen of the plane's occupants were treated by medical personnel; two passengers and a crew member were subsequently transported to a nearby hospital for further treatment.
 * On February 3, 2022, a Pilatus PC12 collided with a Hawker 1000 on the ramp. No one was injured.
 * On October 28, 2023, a Robinson R22 helicopter crashed at the airport. There were no injuries.

In popular culture
Long Island MacArthur Airport has been used several times as a filming location:

 * In the 1970 film The Out-of-Towners, the airport scene, in which George Kellerman played by Jack Lemmon and his wife Gwen played by Sandy Dennis depart Ohio for New York.
 * In 2008, several scenes for the independent film Every Day, starring Helen Hunt, Liev Schreiber, and Brian Dennehy.
 * Scenes for the 2010 FX comedy Louie were filmed at the airport.
 * In 2011, Sean Paul's music video She Doesn't Mind was filmed at the airport.
 * In 2012, part of the movie Non-Stop was filmed in various locations at the airport.
 * In 2014, scenes from Ricki and the Flash were filmed at the airport.

license: Creative Commons - Attribution Share-Alike - https://creativecommons.org/licenses/by-sa/4.0/

title: Long Island MacArthur Airport


text:
Westchester County Airport

Westchester County Airport is a county-owned airport in Westchester County, New York, United States, three miles (6 km) northeast of downtown White Plains, with territory in the towns of North Castle & Harrison, New York, and the village of Rye Brook, New York. It is sometimes referred to as the White Plains Airport and is so identified by the Official Airline Guide (OAG).

The airport primarily serves Westchester County, New York, and Fairfield County, Connecticut; the New York–Connecticut state border runs along its eastern perimeter. Located approximately 33 miles (53 km) north of Midtown Manhattan, it is also considered a satellite or reliever airport for the New York metropolitan area.

The National Plan of Integrated Airport Systems for 2011–2015 categorized HPN as a primary commercial service airport. Per Federal Aviation Administration records, the airport had 872,023 passenger enplanements in calendar year 2019.

History
Westchester County Airport was built during World War II in 1942 as a home to an Air National Guard unit to protect New York City and Rye Lake, part of the city's water supply system. In May 1983, with the growth of suburban Westchester, the Guard unit abandoned Westchester Air National Guard Base and moved to Stewart International Airport, in Orange County.

The first scheduled airline flights were by American Airlines in late 1949 with a weekday morning flight from New York LaGuardia Airport to HPN continuing to Syracuse Hancock International Airport and beyond and returning in the evening. Mohawk Airlines replaced American in 1955; Mohawk and successor Allegheny Airlines served HPN until 1979. The first scheduled jet flight was a Mohawk BAC One-Eleven in 1965. Before the federal Airline Deregulation Act in 1978, the airport was served in 1976 by Allegheny Airlines BAC One-Elevens and by several commuter air carriers including Air Speed, Command Airways and Commuter Airlines. Air Florida arrived in 1980 and United Airlines during the mid-1980s. American Airlines also resumed mainline service. Regional carrier Independence Air ceased operations at HPN on January 5, 2006.

Major airlines that previously served the airport include American Airlines, Northwest Airlines, Republic Airlines (1979-1986), United Airlines and USAir (now part of American Airlines). New start up carriers Air Florida, AirTran Airways, Carnival Air Lines and Midway Airlines also served the airport. AirTran Airways began service at the airport in 2006 with flights to Atlanta, Orlando and West Palm Beach. These flights ended on August 11, 2012. Smaller regional and commuter air carriers that previously operated flights included Air North, Altair Airlines, Business Express Airlines, Boston-Maine Airways (operating as Pan Am Clipper Connection), Brockway Air, Command Airways, Commuter Airlines, Continental Express (now United Express), Empire Airlines, Independence Air, Island Air, Mall Airways and USAir Express. These airlines operated the following jets to the airport:

 * Air Florida – Boeing 737-200
 * AirTran – Boeing 717-200
 * Allegheny Airlines – BAC One-Eleven
 * American Airlines – Fokker 100
 * Carnival Air Lines – Boeing 737-200
 * Continental Express – Embraer ERJ-135 (operated by ExpressJet for Continental Airlines)
 * Empire Airlines – Fokker F28 Fellowship
 * Midway Airlines – Douglas DC-9-10
 * Mohawk Airlines – BAC One-Eleven
 * Northwest Airlines – McDonnell Douglas DC-9-30
 * Northwest Jetlink (operated by Mesaba Airlines on behalf of Northwest Airlines) - Avro RJ85
 * Republic Airlines (1979-1986) – McDonnell Douglas DC-9-30
 * United Airlines – Boeing 737-200, 737-300 and 737-500
 * USAir – Fokker 100

In the summer of 1981 Air Florida's timetable listed international nonstop Boeing 737-200 service to Bermuda from the airport.

In June 2005, a drunken teenager and two of his friends stole a Cessna 172 from nearby Danbury Municipal Airport around 1 a.m. and landed on a taxiway at Westchester County Airport around 4 a.m. The aircraft was low on fuel and allegedly flying erratically. HPN airport was closed at the time and no runway lights were illuminated. Police arrived on the scene and reported beer bottles falling out of the aircraft as they arrested the teens, all of whom were charged with various felonies relating to the unauthorized use of the aircraft, theft, and alcohol impairment.

JetBlue began service at the airport in 2007 and is currently the airport's largest carrier by scheduled passengers.

In June 2009, Cape Air commenced service to Westchester with flights to Martha's Vineyard and Nantucket in Massachusetts. They then introduced service to Lebanon (NH) in early 2010. In Summer 2022, they eliminated all flights out of White Plains except for subsidized essential air service routes from Lebanon.

In May 2011, the New York State Department of Transportation published the "New York Statewide Airport Economic Impact Study," highlighting the economic impacts of public-use airports in New York state for fiscal year 2009. The study noted that HPN was one of only three airports in the state that increased its enplanements, surpassing the U.S. benchmark. It also noted that the cumulative economic activity for the airport was approximately $736 million.

On April 27, 2020, the airport was closed to general aviation traffic for one week and commercial airlines for about a month so Runway 16/34 could be repaved, a project originally scheduled to span four months with construction only occurring from midnight to 6 AM. This decision was made in the midst of COVID-19 pandemic-related air travel cuts, which drastically reduced commercial airline service to the airport. Some operators were forced to ferry their aircraft to nearby airports where they could continue flights. This was the first total shutdown of a U.S. commercial airport for reasons relating to the COVID-19 pandemic.

On April 20, 2022, Breeze Airways announced several new routes from the airport, including the airport's first-ever commercial transcontinental services – although all of the transcontinental routes were later cut.

Facilities and aircraft
Westchester County Airport covers 702 acres (284 ha) at an elevation of 439 feet (134 m) above mean sea level. It has two asphalt paved runways: 16/34 is 6,549 by 150 feet (1,996 x 46 m) and 11/29 is 4,451 by 150 feet (1,357 x 46 m). Runway 29's threshold is displaced 1,297 feet (395 m) due to trees obstructing the approach path. The trees (in Connecticut) are 37 ft (11 m) tall and 370 ft (113 m) from the end of the runway.

Westchester County Airport has several fixed-base operators (FBOs), including Signature Flight Support East and West, Atlantic Aviation East and West, NetJets, and Million Air. Although varied in services offered, the FBOs at Westchester County Airport provide Jet A and 100LL fueling services, repairs and maintenance, aircraft tie-downs, de-icing, United States Customs, and other aircraft services.

Westchester County Airport is also the home of the New York Wing Civil Air Patrol headquarters, the Lt. Anthony L. Willsea Cadet Squadron (NY-422).

Aircraft Rescue Fire Fighting (ARFF) is provided by Airport Operations Crews. The airport owns three ARFF apparatuses (three Oshkosh Striker 1500s), two of which are in service full-time. The ARFF Crews only respond to aircraft emergencies. All structure-related fire and rescue calls are deferred to the local fire departments. The Purchase Fire Department, for example, handles all structure calls on the southern part of the airfield, the Armonk Fire Department handles calls on the northern part and the Rye Brook/Port Chester Fire Department handle all calls on the east end, including the main terminal. EMS calls are handled by Port Chester-Rye-Rye Brook EMS, Harrison EMS and Armonk Fire/EMS depending on location of call.

In 2010, the airport had 191,017 total aircraft operations, an average of 523 per day: 23% commercial aviation, 48% heavy general aviation, and 29% light general aviation. 316 aircraft, including helicopters, are based out of this airport. An aircraft must have a maximum gross weight of 120,000 pounds or less, or permission from the manager, to land at the airport.

Terminal
Westchester County Airport has one small, three-level terminal with six gates, of which only four can be used simultaneously because only four aircraft can be scheduled to use the terminal's ramp at any given time. The $35 million terminal was built in 1995 and designed by Lothrop Associates. Gates A, B, C, and F have jetways. The terminal also has a luggage carousel, a baggage claim office and two Transportation Security Administration (TSA) screening lanes. Passenger amenities include a gift shop, departure lounge, and food concessions.

In November 2015, the airport began a $30 million construction project to expand the terminal and ramp areas. The project will expand the terminal by 20% and include additional check-in, screening and passenger waiting areas. The expansion will also include the addition of four new jet bridges. A separate terminal with "lodge-like ambiance" to serve passengers of private jets opened in 2019.

Operations
In its effort to mitigate aircraft noise pollution in neighboring communities, HPN maintains six major noise abatement programs that are in effect daily.

One of them is its Voluntary Restraint from Flying Program (VRFF), sometimes referred to as a voluntary curfew, that helps assuage anti-airport complainants by requesting—not mandating—that operators refrain from flying into the airport between midnight and 6:30 AM. Those that breach the VRFF are reminded of the initiative and notified of any noise complaints that may have resulted from their operations.

The airport's Airport Noise and Operations Monitoring System (ANOMS) collects noise data from remote noise-monitoring terminals, and both registered aircraft and community noise levels are published in the Airport Monitor. This system works in conjunction with the High Range Noise Event (HRNE) Program; ANOMS staff can identity any operator who causes a maximum noise level event of 90.0 decibels or higher at any of its remote noise monitor terminals and advise them in order to prevent future noise level transgressions. As of September 2020, there are no fines, penalties, or aircraft restrictions associated with this program.

Additionally, HPN prohibits intersection takeoffs from its runways and restricts maintenance run-ups & the use of reverse thrust. It also employs Advanced Authorization for operations.

The airport's environmental management performance is monitored through its ISO 14001 certified Airport Environmental Management System (AEMS). This enables operators to report the airport's impacts on surface water, groundwater, and noise. Airport-wide environmental management practices are also continually revised with this technology, and annual objectives and targets are determined to avoid or mitigate adverse environmental impacts. In addition, airport employees receive environmental training. In 2004, HPN was the third airport in the U.S. to achieve this level of environmental performance.

Controversies
Expansion of the airport has raised concerns over adverse environmental impacts by numerous community advocacy groups and area residents. The facility lies between the Blind Brook watershed and the Rye Lake watershed/Kensico Reservoir. The Citizens for a Responsible County Airport, which count the Sierra Club Lower Hudson and Federated Conservationists of Westchester as supporters, has raised safety concerns about the stormwater runoff directed towards Westchester and New York City's drinking water supply. They are especially alarmed about PFAS discovered in groundwater tests between the Airport and the Kensico watershed.

In addition to the longtime controversy over the airport and its proposed expansions, concerns have also arisen regarding travelers seeking relief from long delays at the other New York metropolitan area airports, such as John F. Kennedy International Airport (JFK) and LaGuardia Airport (LGA). More recently, these concerns pertain to flight paths and vehicular congestion. The latter has been addressed by the County of Westchester with the introduction of Bee-Line Bus service from downtown White Plains, and the encouragement of carpooling.

Car
The airport can be accessed from I-684's Exit 2 onto New York State Route 120, via County Route 135. It can also be accessed by New York State Route 120A from the east, via Rye Lake Avenue.

Public transportation
Bee-Line Route 12 provides regular daily service between the passenger terminal and the White Plains TransCenter and the adjacent White Plains Metro-North Railroad station in White Plains – in addition to SUNY Purchase College and Manhattanville University in Purchase.

Accidents and incidents

 * December 18, 1954: A Lockheed Model 18 Lodestar, aircraft registration number N711SE, clipped trees about 800 ft before it struck the ground on a 680 ft knoll located on the instrument landing system (ILS) approach path. The ceiling was 300 ft with 1 mi visibility. Both pilots were killed.
 * February 11, 1981: A Lockheed Jetstar, registration N520S, crashed 6,000 ft from the approach end of the runway into a heavily wooded area. The aircraft's electrical system had malfunctioned causing a deviation of the flightpath. The two crew and six passengers died.
 * December 24, 1988: A Beechcraft A36 Bonanza, registration N555ST, crashed and was destroyed after departure in instrument meteorological conditions (IMC); the pilot and two passengers were killed. The crash occurred about 35 seconds after the pilot acknowledged an air traffic control (ATC) instruction to change radio frequencies, and witnesses reported that the aircraft was flying in a circle before impact. The National Transportation Safety Board (NTSB) attributed the accident to spatial disorientation, pilot distraction, and the pilot's failure to maintain the climb; poor visibility was a contributing factor.
 * June 14, 1990: A Cessna 337G Skymaster, registration N72476, went into a stall and crashed after flying through low clouds on approach. The pilot, who did not have an instrument rating nor any documented experience with instrument flight rules (IFR) operations, had been given a special visual flight rules (SVFR) landing clearance after being advised of IMC at the airport. The aircraft was destroyed and the pilot and single passenger were killed. The NTSB attributed the accident to the pilot's decision to fly under visual flight rules into instrument meteorological conditions (VFR into IMC) and his subsequent loss of aircraft control. Bad weather and the pilot's lack of IFR experience were contributing factors.
 * June 22, 2001: A Piper PA-32R-301, registration N13VH, struck the ground while the pilot was executing a missed approach in low visibility; the crash destroyed the aircraft and killed the pilot, who was the sole aircraft occupant. Immediately prior to the accident, the pilot had failed to respond to ATC, and performed a series of erratic ascents and descents. Post-crash toxicology tests found signs of chlorpheniramine, a sedating antihistamine, in the pilot's blood and urine. The National Transportation Safety Board (NTSB) attributed the accident to loss of control and spatial disorientation. Contributing factors were fog and the pilot's use of sedating medication.
 * December 31, 2001: A Beechcraft BE-23-B24R Sierra, registration N2173W, lost altitude in a steep turn and crashed in a parking lot while maneuvering to land. The crash and ensuing fire destroyed the aircraft and killed the pilot, who was the sole aircraft occupant. The pilot had diverted to Westchester County Airport after losing radio communications; the cause of the radio failure was not conclusively determined. The NTSB attributed the accident to a loss of aircraft control.
 * April 23, 2005: A Cessna 172R, registration N61AF, crashed into trees about 1 mi short of runway 16 during a practice ILS approach in IMC. The aircraft was destroyed and the student pilot and flight instructor were killed. The NTSB attributed the accident to the pilot's failure to maintain adequate altitude. Contributing factors were low ceilings, fog, and gusty wind.
 * June 18, 2011: A Cessna T210N, registration N210KW, crashed on approach after the pilot took off from Westchester County Airport, immediately declared an emergency of an unspecified nature, and attempted to return. The aircraft came to rest inverted and was consumed in a post-crash fire, killing the pilot and all three passengers. Witnesses reported that the engine ran poorly before the flight and that the pilot performed an unusually large number of engine runups, while post-crash examination of the engine found evidence of severe detonation and improper timing of one magneto. Furthermore, noise abatement recordings from the airport revealed that the engine was significantly quieter on approach than during departure, suggesting that the pilot had reduced the power setting. The NTSB attributed the accident to "The pilot's decision to depart on the flight with a suspected mechanical deficiency and his subsequent decision to fly the final approach at a reduced power setting. Contributing to the accident was the improper timing of the magneto(s) that resulted in a severe detonation event."
 * June 13, 2014: A Piper PA-46-500TP, registration N5335R, crashed into trees at high speed immediately after an IMC takeoff, destroying the aircraft and killing the pilot, who was the sole occupant. Reportedly in a rush, the pilot arrived at the airport 1 hour and 15 minutes prior to his scheduled departure time, demanding that the aircraft be readied immediately; the aircraft departed 23 minutes later. The accident was attributed to "The pilot's failure to maintain a positive climb rate after takeoff due to spatial disorientation (somatogravic illusion). Contributing to the accident was the pilot's self-induced pressure to depart and his decision to depart in low-ceiling and low-visibility conditions."
 * January 19, 2023: a Beechcraft A36 Bonanza, registration N19MT, crashed into trees on the northern edge of Rye Lake, which is located next the airport, killing both occupants, the pilot and a passenger. The aircraft, en route to Cuyahoga County Airport from John F. Kennedy International Airport, reported low oil pressure and then engine problems to White Plains ATC approximately a mile away from the airport at 5:25pm ET. 5 minutes later, contact with the aircraft was lost, before reportedly crashing at around 5:38pm ET. The FAA and NTSB are currently investigating the crash.

Airport code
The IATA code for Westchester County Airport is HPN. The origins of this code are in dispute. Some believe it is derived from the name of the city, White Plains (IATA codes normally do not begin with W because those are reserved for radio signals), while others maintain the IATA code represents the first letter of the airport's three neighboring communities, Harrison, Purchase, and North Castle. The full ICAO code for Westchester County Airport is KHPN.

In popular culture

 * The airport was a filming location for The Best Man, Random Hearts, and Meet The Parents.
 * In The West Wing episode "Celestial Navigation", Leo tells Toby and Sam to "Fly to Westchester County Airport and rent a car" to get their United States Supreme Court nominee, Roberto Mendoza, out of jail in Connecticut.
 * In an episode of The Newsroom, Don Keefer explains to Sloan Sabbith that the most likely airports for out-of-town equity firm executives to use while visiting New York City in their private jets would be either "Teterboro or White Plains."
 * In Shaft 2000 Walter Wade Jr. lands in his personal jet in this airport after two-year flight from justice. After the landing he is rearrested by John Shaft right in the airport.

title: Westchester County Airport


text:
List of people from the Dutch Golden Age

The Dutch Golden Age was a period in Dutch history, roughly equivalent to the 17th century, in which Dutch trade, science and art were top ranking in the world until Tulip Mania in 1637 and onwards.

The accompanying article about the Dutch Golden Age focuses on society, religion and culture. There are also articles about the Eighty Years' War (the Dutch revolt against Spain) and the Anglo-Dutch Wars. A concise broader picture is painted in History of the Netherlands.

People are listed here per category in order of year of birth.

Note: Many Dutchmen from this period had a middle name ending in szoon, which means son of. It is also commonly written as sz., for instance ''Rembrandt Harmensz. van Rijn''.

Sciences and philosophy

 * Jacob van Langren (c. 1525 – 1610), Dutch cartographer and globe-maker.
 * Carolus Clusius (1526–1609), Flemish doctor and botanist
 * Simon Stevin (1548–1620), Flemish-Dutch mathematician and engineer
 * Cornelis Corneliszoon (1550–ca. 1600), inventor of the wind-powered sawmill
 * Petrus Plancius (1552–1622), Dutch astronomer and cartographer
 * Jodocus Hondius (1563–1612), Flemish-Dutch cartographer
 * Willem Blaeu (1571–1638), Dutch cartographer
 * Jan Leeghwater (1575–1650), hydraulic engineer
 * Willebrord Snellius (1580–1626), Dutch astronomer and mathematician
 * Hugo Grotius (1583–1645), Dutch jurist and philosopher, who laid the foundations for international law
 * Isaac Beeckman (1588–1637), Dutch philosopher
 * David Gorlaeus (1591-1612), Dutch natural philosopher and proponent of atomism
 * Jan Amos Comenius (1592–1670), Czech educator and writer
 * Nicolaes Tulp (1593–1674), doctor, magistrate, and mayor of Amsterdam
 * René Descartes (1596–1650), French philosopher lived in Holland from 1628 to 1649
 * Joan Blaeu (1596–1673), Dutch cartographer, Willem Blaeu's son
 * Franciscus Sylvius (1614–1672), German-born Dutch physician
 * Frans van Schooten (1615–1660), Dutch mathematician
 * Johannes Phocylides Holwarda (1618-1651), Dutch natural philosopher and proponent of atomism
 * Christiaan Huygens (1629–1695), Dutch mathematician, physicist and astronomer
 * Frederik de Wit (1630–1706), engraver, cartographer and publisher
 * Baruch de Spinoza (1632–1677), Dutch Jewish philosopher
 * John Locke (1632–1704), English philosopher, exiled in Holland (1683–1688)
 * Anton van Leeuwenhoek (1632–1723), Dutch scientist and businessman, first microbiologist
 * Jan Swammerdam (1637–1680), Dutch biologist and microscopist
 * Nicolas Steno (1638–1686), Danish Catholic bishop and scientist
 * Frederik Ruysch (1638–1731), Dutch botanist and anatomist
 * Regnier de Graaf (1641–1673), Dutch physician and anatomist
 * Menno van Coehoorn (1641–1704), Dutch military engineer
 * Pierre Bayle (1647–1706), French philosopher and writer
 * Govert Bidloo (1649–1713), physician, anatomist and author who wrote the anatomical atlas Anatomia Humani Corporis
 * Bernard Mandeville (1670–1733), Dutch philosopher, political economist and satirist

Religion

 * Jacobus Arminius (1560–1609), Dutch theologian, served from 1603 as professor in theology at the University of Leiden
 * Gerardus Vossius (1577-1649), Dutch theologian and humanist
 * Gisbertus Voetius (1589-1676), Dutch theologian, served from 1634 as professor in theology at the University of Utrecht. Noted opponent of Cartesianism.

Painting
The best known Dutch painters of the 17th century include:
 * Frans Hals (ca. 1583–1666), portraits, schutterstukken, regent groups, genre pieces (inns, figures)
 * Hendrick Avercamp (1585–1634), landscapes with snow
 * Hendrick Terbruggen (1588–1629), historical and biblical paintings
 * Willem Claeszoon Heda (1594–1680), still lifes
 * Jan van Goyen (1596–1656), landscapes
 * Pieter Jansz Saenredam (1597–1665), church interiors, cityscapes
 * Salomon van Ruysdael (ca. 1600–1670), landscapes
 * Adriaen Brouwer (c. 1605–1638), genre pieces (inns)
 * Rembrandt Harmenszoon van Rijn (1606–1669), historical and biblical paintings, portraits, schutterstukken, regent groups, genre pieces (figures)
 * Jan Lievens (1607–1674), historical and biblical paintings, portraits
 * Adriaen van Ostade (1610–1684), genre scenes of peasant life
 * Willem van de Velde, the elder (ca. 1611–1693), seascapes
 * Bartholomeus van der Helst (1613–1670), portraits, schutterstukken, regent groups
 * Jan Both (1615–1652), Italian landscapes
 * Govert Flinck (1615–1660), historical and biblical paintings, portraits, schutterstukken
 * Ferdinand Bol (1616–1680), historical and biblical paintings
 * Emanuel de Witte (ca. 1617–1692), church interiors
 * Gerard Terborch (1617–1681), portraits, genre pieces (family scenes)
 * Philips Wouwermans (1619–1668), landscapes
 * Aelbert Cuyp (1620–1691), Italian and Dutch landscapes
 * Carel Fabritius (1622–1654), historical and biblical paintings, genre pieces (figures)
 * Paulus Potter (1625–1654), animals in landscapes
 * Jan Steen (1626–1679), genre pieces (inns, family scenes)
 * Jacob Isaakszoon van Ruisdael (c. 1628–1682)
 * Gabriel Metsu (1629–1667), genre pieces (family scenes)
 * Pieter de Hooch (1629–1683), genre pieces (family scenes)
 * Johannes Vermeer (1632–1675), cityscapes, genre pieces (family scenes)
 * Nicolaes Maes (1634–1693), portraits, genre pieces (family scenes, figures)
 * Meindert Hobbema (1638–1709), landscapes

For a more comprehensive listing, see the List of Dutch painters.

Less famous painters from this period were:
 * Cornelis Ketel (1548–1616), portraits, schutterstukken
 * Hendrik Goltzius (1558–1617), landscapes
 * Abraham Bloemaert (1564–1651), historical and biblical paintings, landscapes
 * Michiel Janszoon van Miereveld (1567–1641), portraits
 * Johannes Anthoniszoon van Ravesteyn (ca. 1570 – 1657), portraits
 * Ambrosius Bosschaert (1573–1621), flowers
 * Floris Claeszoon van Dijck (1575–1651), still lifes
 * Roelant Savery (1576–1639), landscapes
 * Cornelis van der Voort (1576–1624), portraits, schuttersstukken
 * Jan Pynas (ca. 1580–1633), historical and biblical paintings
 * Pieter Pieterszoon Lastman (1583–1633), historical and biblical paintings
 * Jan Porcellis (1584–1632), sea sights
 * Cornelis van Poelenburgh (1586–1667), Italian landscapes
 * Hercules Seghers (ca. 1589–1638), landscapes
 * Gerhard van Honthorst (1590–1656), historical and biblical paintings, genre pieces (family scenes, figures)
 * Dirck van Baburen (ca. 1590–1624), genre pieces (figures)
 * Cornelis Hendrickszoon Vroom (ca. 1591–1661), sea sights
 * Esayas van der Velde (ca. 1591–1630), landscapes
 * Dirck Hals (1591–1656), genre pieces (family scenes, figures)
 * Willem Pieterszoon Buytewech (ca. 1591–1624), landscapes, genre pieces (figures)
 * Cornelis Corneliszoon van Haarlem (1592–1638), portraits, historical and biblical paintings
 * Balthasar van der Ast (ca. 1593–1657), flowers
 * Pieter de Molijn (1595–1661), landscapes
 * Thomas de Keyser (ca. 1596–1667), portraits, schutterstukken
 * Johannes Corneliszoon Verspronck (1597–1662), portraits
 * Pieter Claesz (ca. 1597–1660), still lifes
 * Bartholomeus Breenbergh (1599–1657), Italian landscapes
 * Pieter Franszoon de Grebber (c. 1600–1652), historical and biblical paintings
 * Gerrit Hoeckgeest (ca. 1600–1661), church interiors
 * Simon de Vlieger (1601–1653), sea sights
 * Aert van der Neer (1603–1677), sea sights
 * Christiaen van Couwenbergh (1604–1667), historical and biblical paintings
 * Jan Davidszoon de Heem (1606–ca.1683), still lifes
 * Judith Leyster (1609–1660), genre pieces (figures)
 * Hendrik Martenszoon Sorgh (1609/1611–1670)
 * Jan Asselyn (1610–1652), Italian landscapes
 * David Teniers the Younger (1610–1690), genre pieces (inns)
 * Jan Miense Molenaer (ca. 1610–1668), genre pieces (family scenes)
 * Pieter de Ringh (1615–1660), still lifes
 * Caesar van Everdingen (1617–1678), historical and biblical paintings
 * Willem Kalf (1619–1693), still lifes
 * Philips Koninck (1619–1688), landscapes
 * Otto Marseus van Schrieck (c. 1619–1678), flowers
 * Nicolaes Pieterszoon Berchem (1621–1683), Italian landscapes
 * Abraham van Beyeren (ca. 1620–1690), still lifes
 * Jan Baptist Weenix (1621–1663), Italian landscapes
 * Gerbrand van den Eeckhout (1621–1674)
 * Karel Dujardin (1622–1678), Italian landscapes
 * Adam Pynacker (1622–1673), Italian landscapes
 * Abraham Danielsz Hondius (c. 1625–1695), dogs, hunting scenes and landscapes
 * Jan van de Cappelle (1626–1679), seascapes
 * Job Adriaenszoon Berckheyde (1630–1693), church interiors
 * Willem Drost (1630–1680), historical and biblical paintings
 * Frederik de Moucheron (1633–1686), Italian landscapes
 * Jan de Baen (1633–1702), portraits
 * Willem van de Velde the younger (1633–1707), sea sights
 * Frans van Mieris sr. (1635–1681), genre pieces (family scenes, figures)
 * Adriaen van de Velde (1636–1672), landscapes
 * Gerrit Adriaenszoon Berckheyde (1636–1698), cityscapes
 * Jan van der Heyden (1637–1712), cityscapes
 * Caspar Netscher (1639–1684), portraits
 * Gerard de Lairesse (1641–1711), historical and biblical paintings
 * Aert de Gelder (1645–1727), historical and biblical paintings
 * Jan van Huysum (1682–1749), flowers

Architecture
The most famous Dutch architects of the 17th century were :
 * Lieven de Key (1560–1627), master builder of Haarlem; still used a fair amount of ornamentation, built De Waag (1598), front of the Town Hall (1597), De Vleeshal (1602–1603), New Church tower (1613), all of which are in Haarlem
 * Hendrick de Keyser (1565–1621), preferred a style that was much more sober than his contemporary Lieven de Key, built the Zuiderkerk (1606–1614), the Westerkerk (1620–1638) and the Exchange (1608–1611) in Amsterdam, Town Hall of Delft (1619), several canal houses in Amsterdam (see also section sculpture)
 * Jacob van Campen (1595–1657), embraced classicism fully and served as an example for many colleagues, built the Mauritshuis in The Hague (1635), the Dam Palace in Amsterdam (1648–1655), which was originally the town hall, now a royal palace

Less famous architects from this period were:
 * Hans Vredeman de Vries (1527–1606), architect in Antwerp, used a lot of ornamentation
 * Arent van 's-Gravenzande (..-1662), built De Lakenhal (1639) and the Marekerk (1638–1640), both in Leiden, and the Oostkerk (1646) in Middelburg
 * Philip Vingboons (1607–1678), built many canal houses in Amsterdam in classicistic style
 * Pieter Post (1608–1669), built Huis ten Bosch in The Hague (1645-)
 * Adriaen Dortsman (1625–1682), built the Lutheran Church in Amsterdam
 * Elias Bouman (1636–1686), built the Portuguese-Israelitic Synagogue in Amsterdam (1671/1675)
 * Maurits Post (1645–1677), built Slot Amerongen (1676)

Literature
The most famous Dutch men of letters of the 17th century were:
 * Joost van den Vondel (1587–1679), poet and playwright, who wrote more than 30 plays, many of those based on biblical stories. After The Gijsbrecht (see above) his best known drama is Lucifer (1654). He translated many French, Italian, Latin and Greek works. A recurring theme is man's inner conflicts, on the one hand rebellious, on the other hand pledging obedience to God.
 * Gerbrand Adriaensz. Bredero (1585–1618), poet (sonnets) and dramatist (comedies), his most famous comedy, De Spaanse Brabander (English: The Spanish Brabanter), describes the seamy side of life in Amsterdam
 * Pieter Corneliszoon Hooft (1581–1647), historian, poet and dramatist, who wrote Nederlandsche Historiën (English: Dutch History), which was never completed, but highly valued. His poetry was of high standard as well. He introduced French and Italian lyricism into Dutch poetry.
 * Jacob Cats (1577–1660), poet, famous for his moralistic writings. Houwelijck and Trouringh (English:Marriage and Wedding ring) are two major volumes to educate the Dutch about these serious affairs. Indeed, his all too serious tone, lacking humour and esprit, made him a lesser writer than the three named above, and sometimes the object of mockery. His Kinderen zijn hinderen (English: Children are a nuisance) is still a Dutch saying, often followed by the remark that Cats probably had forgotten that he had been a child himself.

Less famous literary men from this period were:
 * Roemer Visscher (1547–1620), writer of epigrams and emblemata
 * Karel van Mander (1548–1606), wrote the Schilderboeck, a book about painting, and also several biographies about painters
 * Justus de Harduyn (1582–1636), poet from the southern Low Countries
 * Samuel Coster (1579–1665), good friend of Bredero, founder of the First Dutch Academy in 1617
 * Jacob Revius (1586–1658), poet but worked also on the new bible translation known as the Statenbijbel that appeared in 1637 and is still in use today in some Protestant circles
 * Thomas Asseleyn (1620–1701), writer of comedies
 * Willem Godschalk van Focquenbroch (1640–1670), poet and playwright
 * Jan Luyken (1649–1712)

Sculpture
Dutch sculptors of the 17th century were:
 * Hendrick de Keyser (1565–1621), also an architect (see above). He created the Mausoleum for William of Orange in the Nieuwe Kerk (English: New Church) in Delft (1614). All ruling descendants of Willem of Orange and their kin have been interred here to this date. De Keyser also created the statue of Erasmus in Rotterdam (1618)
 * Artus I Quellinus (1609–1668), Artus II Quellinus (his nephew) (1625–1700) and Rombout Verhulst (1625–1696). All originating from the southern Netherlands (present day Belgium), they were the most prominent sculptors in the Northern Netherlands. Among their greatest works is the decoration of the Amsterdam city hall (built between 1648 and 1665), now known as the Royal Palace of Amsterdam.

Music
The most famous Dutch composers of the 17th century were:
 * Jan P. Sweelinck (1562–1621), composer and organ player, major force in the development of 17th century organ music
 * Constantijn Huygens (1596–1687), more famous as a poet, member of the famous chamber of rhetoric De Muiderkring, composed some 800 pieces, most of which got lost, promoted use of the organ during church services

Less famous composers/musicians from this period were:
 * Gerbrand Adriaenszoon Bredero (1585-1618), songwriter
 * Adrianus Valerius (1570–1625), songwriter
 * Jacob van Eyck (1590–1657), composer
 * Cornelis Schuyt (1557–1616), composer
 * Joan Albert Ban (1597–1644), composer
 * Cornelis Padbrué (1592–1670), composer
 * Joan Schenk (1660-1712+), composer
 * Karel Hacquart (ca 1640-ca 1730), composer
 * Pieter and François Hemony (1619–1680; 1609–1667), bell founding brothers and carillon builders

Exploration

 * Olivier van Noort (1558–1627), first Dutchman to circumnavigate the world
 * Adriaen Block (c. 1567–1627), the first European to enter Long Island Sound and the Connecticut River and determine that Manhattan and Long Island are islands
 * Willem Schouten (c. 1567–1625), Dutch explorer, who was first to sail the Cape Horn route to the Pacific Ocean
 * Jacob Le Maire (c. 1585–1616), Dutch Flemish explorer
 * Abel Janszoon Tasman (1603–1659), the first European to discover New Zealand, Tasmania and Fiji
 * Willem Barentsz (c. 1550–1597), explorer of the Arctic
 * Cornelis de Houtman (1565–1599), explorer of the East Indies
 * Frederick de Houtman (1571–1627), Dutch explorer, elder brother of Cornelis de Houtman
 * Willem Janszoon (c. 1570–1630), Dutch navigator and colonial governor, the first European known to have seen the coast of Australia (1606)
 * Cornelis Nay, explorer of the Arctic
 * Henry Hudson (c. 1565–1611), Englishman who sailed to the Arctic for the Dutch East India Company

Colonization

 * Kiliaen van Rensselaer (before 1596–after 1643), co-founder of the Dutch West India Company and first patroon of Rensselaerswyck
 * Jan Pieterszoon Coen (1587–1629), Governor-General of the Dutch East Indies
 * Peter Stuyvesant (c. 1612–1672), colonial governor of the New Netherland colony
 * Jan van Riebeeck (1619–1677), commander of the Cape Colony and founder of Cape Town

Business

 * Isaac Le Maire (1558–1624), largest shareholder in the VOC
 * Louis De Geer (1587–1652), Walloon/Dutch merchant, considered the father of Swedish industry
 * Pieter de la Court (1618–1685), Dutch economist and businessman
 * Joseph de la Vega (1650–1692), Amsterdam's Jewish merchant

Politics

 * Maurice of Nassau, Prince of Orange (1567–1625), stadtholder
 * Frederik Hendrik, Prince of Orange (1584–1647), stadtholder
 * Willem III van Oranje (1650–1702), King-Stadtholder
 * Johan van Oldenbarnevelt (1547–1619), statesman who played an important role in the Dutch struggle for independence from Spain
 * Johan de Witt (1625–1672), Grand Pensionary of Holland, statesman who played an important role in the Republic of the United Netherlands
 * Cornelis de Graeff (1599–1664), Amsterdam regent and Dutch statesman who played an important role in the Republic of the United Netherlands; uncle of Johan de Witt
 * Andries de Graeff (1611–1678), Amsterdam regent and Dutch statesman; uncle of Johan de Witt
 * Andries Bicker (1586-1652), powerful Amsterdam regent and Dutch statesman and diplomat; leader of the Dutch States Party
 * Cornelis Bicker (1592-1654), Amsterdam regent; uncle of Johan de Witt
 * Agatha Welhouk (1637–1715), central figure in 17th-century court case and daughter of Delft's mayor
 * Nicolaes Witsen (1641–1717), Dutch statesman who was mayor of Amsterdam thirteen times, between 1682-1706

Military

 * Cornelis Jol (1597–1641), admiral and privateer
 * Maarten Tromp (1598–1653), admiral
 * Michiel de Ruyter (1607–1676), admiral in the Anglo-Dutch Wars
 * Cornelis Tromp (1629–1691), admiral, commander-in-chief of the Dutch and Danish navies
 * Cornelius Cruys (1655–1727), Dutch Vice Admiral of the Imperial Russian Navy and the first commander of the Russian Baltic Fleet


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