Passenger Queen Quotes

He turned his mind back to another unwelcome task: mentally composing his letter to Chase. Dear friend, you were right. I'll be very late seemed too short, and would give his friend far too much to crow about; but I must venture through time with the pirate queen would be met with confusion, and fear for Nicholas's mind.

Victorian London. Rome in the fifth century. Egypt in the early twentieth. There must have been a hundred different places listed, all with small journal entries, like Saw the Queen as she and the Prince rode past us on their way to Buckingham Palace and The camel nearly ate Gus’s hair, ripped it from his scalp like grass and My God, if I never see another big-bellied man wrapped in a toga…

A junior high sports bus was, in the same vein as some fancier modes of passenger transport—limousines, private jets, coaches, whatever—a place where the important people, the king and queen, sat in the back.

And a whole lot of people who go flying with him and his pilots get a taste of real flying, not the airline passenger stuff, which is to flying what masturbation is to sex, merely a pale imitation of the real thing.

a passerby would never know—or probably even imagine—that inside a basement apartment in southeastern Queens there lay such a beautifully appointed dinner table. It was like catching a glimpse of the glittering soul inside a rumpled passenger on a subway train.

Evie had seen dinosaurs; she had looked down upon the great forests of America from the eyes of a passenger pigeon. She had surfed into Cleopatra’s sarcophagus atop a flume of desert sand and caressed the glorious queen’s dead face with beetle legs. A playwright, a clever Englishman, had written an amusing, if not entirely accurate, speech about Eve once.

He made the mistake of booking first-class passage on the maiden voyage of the Titanic. When that liner struck an iceberg, the crew asked him, because of his sailing expertise, to row a lifeboat full of passengers to safety. He was an honorable man—the president of the Standard Chemical Company and a major in the Queen’s Own Rifles—and he was doing a heroic deed.

She is waiting for me when I step outside of school at the end of the day, her sturdy frame standing by the passenger door of my papaw's small truck, waving. Yes,waving-ildly, with both arms in the air,and catching herself on the door when she loses her balance. Mortified,I attempt a nonchalant wave to the other girls on my squad. Practice actually went well today.I like the girls and I'm on top of all the pyraminds, which is cool. What is not cool is my grandmother shouting my name and motioning at me like an escaped mental patient who has taken a day job landing planes.I sprint over to their truck, which is parked diagonally across to handicapped spots, as quickly as I can. "I'm here, gosh! Stop yelling," I say. "Comee here, baby," she says, and before I know it, she's pressing me against her massive bosom in a bear hug, slapping my back and cooing into my ear. "You're Mamaw's baby, ain't ya? Yes, Mamaw's sure happy to see you." There is no escape.Because I am too short and scrawny and no match for her brute grandchild-love strength, I wait it out.

THE DEMANDS MADE by a work of this nature upon the generosity of specialists are very numerous, and the Editor would be wanting in all title to the generous treatment he has received were he not willing to make the fullest possible acknowledgment of his indebtedness. His thanks are due in the first place to the scholarly and accomplished Bahadur Shah, baggage elephant 174 on the Indian Register, who, with his amiable sister Pudmini, most courteously supplied the history of ‘Toomai of the Elephants’ and much of the information contained in ‘Servants of the Queen’. The adventures of Mowgli were collected at various times and in various places from a multitude of informants, most of whom desire to preserve the strictest anonymity. Yet, at this distance, the Editor feels at liberty to thank a Hindu gentleman of the old rock, an esteemed resident of the upper slopes of Jakko, for his convincing if somewhat caustic estimate of the national characteristics of his caste–the Presbytes. Sahi, a savant of infinite research and industry, a member of the recently disbanded Seeonee Pack, and an artist well known at most of the local fairs of Southern India, where his muzzled dance with his master attracts the youth, beauty, and culture of many villages, have contributed most valuable data on people, manners, and customs. These have been freely drawn upon, in the stories of ‘Tiger-Tiger!’ ‘Kaa’s Hunting’, and ‘Mowgli’s Brothers’. For the outlines of ‘Rikki-tikki-tavi’ the Editor stands indebted to one of the leading herpetologists of Upper India, a fearless and independent investigator who, resolving ‘not to live but know’, lately sacrificed his life through over-application to the study of our Eastern Thanatophidia. A happy accident of travel enabled the Editor, when a passenger on the Empress of India, to be of some slight assistance to a fellow-voyager. How richly his poor services were repaid, readers of the ‘White Seal’ may judge for themselves.

Frenchmen; Joseph Michel and Jacques Etienne Montgolfier demonstrated to the world, the first hot air balloon, in their home town of Annonay. It successfully rose to an altitude of 2,000 meters and covered a distance of 2 Km, during it’s first flight. Only a few months later, the two men proved the value of their invention to the King Ludwig XVI of France and his wife Queen Marie Antoinette, on the grounds of their Palace in Versailles. During this flight of September 19, 1783, the two men also took along three passengers,

He saved for months (mowing lawns, taking extra shifts at the Dairy Queen) and when finally he brought it home, I helped him swirling rags, polishing until the hubcaps shone, the tires special ordered to fit. Easy ride, he'd say, slamming the brakes - his big joke - instrumental panel lighting the glove box filled with the manual's sweet talk - fuel injector, carburetor, exhaust manifold. So when the call came, I couldn't help but wonder if he'd planned it all along - the shut garage, engine idling, sunglasses slung from the mirror. On the passenger's side a school book lay open; chewed gun on the seat.

He saved for months (mowing lawns, taking extra shifts at the Dairy Queen) and when finally he brought it home, I helped him swirling rags, polishing until the hubcaps shone, the tires special ordered to fit. Easy ride, he'd say, slamming the brakes - his big joke - instrumental panel lighting the glove box filled with the manual's sweet talk - fuel injector, carburetor, exhaust manifold. So when the call came, I couldn't help but wonder if he'd planned it all along - the shut garage, engine idling, sunglasses slung from the mirror. On the passenger's side a school book lay open; chewed gum on the seat.

Meanwhile, the death of Timothy Meaher in 1892 reminded the nation of the story of the Clotilda and kindled new interest into what had become of her passengers. Obituaries in the Mobile Daily Advertiser and Register, the New York Times, and papers all over the nation, described Meaher as “the venerable steamboat man” and “swashbuckling.” But most of the ink in every obituary was spent telling the story of the Clotilda and the creation of Africatown. Many of the obituaries included descriptions of the settlement, such as this from the hometown Daily Advertiser and Register: “They mix very little with other negroes and preserve many of their native customs, using their native language, speaking English with difficulty and being ruled by a queen of their own choosing. They enjoy a high reputation for honesty and industry.

Yes, you are, baby," I say, my tone unremorseful as I prop open the passenger side door and then bend down, setting her back on her feet before hustling her into the car.

Oh, you need to get paid. I understand.” By this time I had walked around and jumped back into my truck. Luther had followed me outside and was looking at me through the window. He stuck his arm in and placed something in the front pocket of my T-shirt with a smile. He saw the box of cigars on the dashboard and grabbed them. ”Let me get one of these.” He said it like a little kid tearing into a crackerjack box, smiling from ear to ear as he took both the remaining cigars I had and handed me back an empty box. I tossed it onto the passenger seat. I had tried one the night they were given to me, but I wasn’t much of a tobacco smoker, so half of that one sat in my ashtray. Turned out they were Cubans, illegal to buy or even possess here in the States. Hand rolled on the thigh of a Latin Queen in the heat of the Caribbean sun, a man could still taste her sweat. Not meant to smoke as much as to savor, it's said a man is suppose to fellatio a fine cigar like horny prom queen on a silk bed. For me trying to smoke one was like trying to go-down on a hooker in the bathroom of speak-easy. So the sheriff was welcome to mine.

From the Bridge” by Captain Hank Bracker Ships Ships are generally different from boats depending on size, thus a ship can be considered a relatively large buoyant watercraft. Historically, sailing vessels that had least three square-rigged masts and a full bowsprit were considered ships. A rule of thumb is that a boat can be lifted onto a ship but never the other way around. Modern ships are power driven and usually made of steel, however this rule of thumb is not always the case. The lure of the sea may no longer have the universal appeal it once had but the profession of going to sea still presents many of the same challenges. The size of ships has increased over the years, with the French liner the SS Normandie being the first passenger liner to exceed 1,000 feet in length. Her length overall was 1029 feet. The next year in 1937 the SS Queen Mary was launched having a length of 1,019 feet. Although the Normandie caught fire, capsized and sank, next to the pier she was tied up at in New York City, the Queen Mary is now a floating museum and tourist attraction in Long Beach, California. For those that go down to the sea in ships, the ship is their home.

Ken Wharfe In 1987, Ken Wharfe was appointed a personal protection officer to Diana. In charge of the Princess’s around-the-clock security at home and abroad, in public and in private, Ken Wharfe became a close friend and loyal confidant who shared her most private moments. After Diana’s death, Inspector Wharfe was honored by Her Majesty Queen Elizabeth II at Buckingham Palace and made a Member of the Victorian Order, a personal gift of the sovereign for his loyal service to her family. His book, Diana: Closely Guarded Secret, is a Sunday Times and New York Times bestseller. He is a regular contributor with the BBC, ITN, Sky News, NBC, CBS, and CNN, participating in numerous outside broadcasts and documentaries for BBC--Newsnight, Channel 4 News, Channel 5 News, News 24, and GMTV. My memory of Diana is not her at an official function, dazzling with her looks and clothes and the warmth of her manner, or even of her offering comfort among the sick, the poor, and the dispossessed. What I remember best is a young woman taking a walk in a beautiful place, unrecognized, carefree, and happy. Diana increasingly craved privacy, a chance “to be normal,” to have the opportunity to do what, in her words, “ordinary people” do every day of their lives--go shopping, see friends, go on holiday, and so on--away from the formality and rituals of royal life. As someone responsible for her security, yet understanding her frustration, I was sympathetic. So when in the spring of the year in which she would finally be separated from her husband, Prince Charles, she yet again raised the suggestion of being able to take a walk by herself, I agreed that such a simple idea could be realized. Much of my childhood had been spent on the Isle of Purbeck in Dorset, a county in southern England approximately 120 miles from London; I remembered the wonderful sandy beaches of Studland Bay, on the approach to Poole Harbour. The idea of walking alone on miles of almost deserted sandy beach was something Diana had not even dared dream about. At this time she was receiving full twenty-four-hour protection, and it was at my discretion how many officers should be assigned to her protection. “How will you manage it, Ken? What about the backup?” she asked. I explained that this venture would require us to trust each other, and she looked at me for a moment and nodded her agreement. And so, early one morning less than a week later, we left Kensington Palace and drove to the Sandbanks ferry at Poole in an ordinary saloon car. As we gazed at the coastline from the shabby viewing deck of the vintage chain ferry, Diana’s excitement was obvious, yet not one of the other passengers recognized her. But then, no one would have expected the most photographed woman in the world to be aboard the Studland chain ferry on a sunny spring morning in May. As the ferry docked after its short journey, we climbed back into the car and then, once the ramp had been lowered, drove off in a line of cars and service trucks heading for Studland and Swanage. Diana was driving, and I asked her to stop in a sand-covered area about half a mile from the ferry landing point. We left the car and walked a short distance across a wooded bridge that spanned a reed bed to the deserted beach of Shell Bay. Her simple pleasure at being somewhere with no one, apart from me, knowing her whereabouts was touching to see. Diana looked out toward the Isle of Wight, anxious by now to set off on her walk to the Old Harry Rocks at the western extremity of Studland Bay. I gave her a personal two-way radio and a sketch map of the shoreline she could expect to see, indicating a landmark near some beach huts at the far end of the bay, a tavern or pub, called the Bankes Arms, where I would meet her.

Ken Wharfe In 1987, Ken Wharfe was appointed a personal protection officer to Diana. In charge of the Princess’s around-the-clock security at home and abroad, in public and in private, Ken Wharfe became a close friend and loyal confidant who shared her most private moments. After Diana’s death, Inspector Wharfe was honored by Her Majesty Queen Elizabeth II at Buckingham Palace and made a Member of the Victorian Order, a personal gift of the sovereign for his loyal service to her family. His book, Diana: Closely Guarded Secret, is a Sunday Times and New York Times bestseller. He is a regular contributor with the BBC, ITN, Sky News, NBC, CBS, and CNN, participating in numerous outside broadcasts and documentaries for BBC--Newsnight, Channel 4 News, Channel 5 News, News 24, and GMTV. And so, early one morning less than a week later, we left Kensington Palace and drove to the Sandbanks ferry at Poole in an ordinary saloon car. As we gazed at the coastline from the shabby viewing deck of the vintage chain ferry, Diana’s excitement was obvious, yet not one of the other passengers recognized her. But then, no one would have expected the most photographed woman in the world to be aboard the Studland chain ferry on a sunny spring morning in May. As the ferry docked after its short journey, we climbed back into the car and then, once the ramp had been lowered, drove off in a line of cars and service trucks heading for Studland and Swanage. Diana was driving, and I asked her to stop in a sand-covered area about half a mile from the ferry landing point. We left the car and walked a short distance across a wooded bridge that spanned a reed bed to the deserted beach of Shell Bay. Her simple pleasure at being somewhere with no one, apart from me, knowing her whereabouts was touching to see. Diana looked out toward the Isle of Wight, anxious by now to set off on her walk to the Old Harry Rocks at the western extremity of Studland Bay. I gave her a personal two-way radio and a sketch map of the shoreline she could expect to see, indicating a landmark near some beach huts at the far end of the bay, a tavern or pub, called the Bankes Arms, where I would meet her. She set off at once, a tall figure clad in a pair of blue denim jeans, a dark-blue suede jacket, and a soft scarf wrapped loosely around her face to protect her from the chilling, easterly spring wind. I stood and watched as she slowly dwindled in the distance, her head held high, alone apart from busy oyster catchers that followed her along the water’s edge. It was a strange sensation watching her walking away by herself, with no bodyguards following at a discreet distance. What were my responsibilities here? I kept thinking. Yet I knew this area well, and not once did I feel uneasy. I had made this decision--not one of my colleagues knew. Senior officers at Scotland Yard would most certainly have boycotted the idea had I been foolish enough to give them advance notice of what the Princess and I were up to.

David pulled a U-turn and re-traced their previous route to the church. Traffic on Queen Anne Blvd was heavy; making a left turn would be difficult. David hit the lights and blasted the siren a twice to safely navigate the left turn, and headed north up the steep hill. He gunned the Charger, and activated the siren several more times to clear slow cars ahead. Traffic moved to the right. A pale Dustin sat quietly on the passenger side. They crested Queen Anne hill, passing by Olympia’s Pizza on the right. A few drops of rain splattered on the windshield. David eased off the accelerator as pedestrians failed to notice their red and blue strobe lights and crossed the street in front of them. Another yelp of the siren startled a teenager in a mini skirt.

During her younger years, the Deccan Queen had been decked out in regal splendour. Her first-class restaurant car was finished in silver oak with zebrawood panelling and glass-topped tables. The second-class dining car was panelled in maple with walnut mouldings. Third-class passengers were not allowed on board.

The infamous Fray Nicolás de Ovando y Cáceres, who had sniveled around the Royal Court wanting to become a favorite of the pious Queen Isabella, was appointed Governor of the Indies, replacing Francisco de Bobadilla, the man who had been responsible for sending Columbus from Hispaniola, back to Spain in irons. Prior to his appointment Fray Nicolás de Ovando had been a Spanish soldier, coming from a noble family, and was a Knight of the Order of Alcántara. On February 13, 1502, Fray Nicolás sailed from Spain with a record breaking fleet of thirty ships. Since Columbus’ discovery of the islands in the Caribbean, the number of Spanish ships that ventured west across the Atlantic had consistently increased. For reasons of safety in numbers, the ships usually made the transit in convoys, carrying nobility, public servants and conquistadors on the larger galleons that had a crew of 180 to 200. On these ships a total of 40 to 50 passengers had their own cabins midship. These ships carried paintings, finished furniture, fabric and, of course, gold on the return trip. The smaller vessels including the popular caravels had a crew of only 30, but carried as many people as they could fit in the cargo holds. Normally they would carry about 100 lesser public servants, soldiers, and settlers, along with farm animals and equipment, seeds, plant cuttings and diverse manufactured goods. For those that went before, European goods reminded them of home and were in great demand. Normally the ships would sail south along the sandy coast of the Sahara until they reached the Canary Islands, where they would stop for potable water and provisions before heading west with the trade winds. Even on a good voyage, they could count on burying a third of these adventurous at sea. Life was harsh and six to eight weeks out of sight of land, always took its toll! In all it is estimated that 30,500 colonists made that treacherous voyage over time. Most of them had been intentionally selected to promote Spanish interests and culture in the New World. Queen Isabella wanted to introduce Christianity into the West Indies, improve the islands economically and proliferate the Spanish and Christian influences in the region.

You said you love the idea of falling in love. I don't, Ava. I love being in love with you, and I love the idea of you getting your happily ever after every damn day. I love the idea of spending forever making sure you're treated like a queen and that you have everything you want in life. That you'll always have someone at your side cheering you on and watching your ass while you do it.

I watch as the driver leans out of the passenger side—stretching as he hands the strange man who’d been watching me an envelope. This is so much more fucked up than I thought. This isn’t just a fucking jump, this is a goddamn kidnapping.

While the Duff Gordons drank champagne at the Ritz that Thursday night, Margaret Brown was still on the Carpathia, helping out with the steerage passengers. Immigration and health officials had come on board to spare the Titanic’s third-class survivors the customary hiatus at Ellis Island, but it was after eleven o’clock before the first of them began to leave the ship. Still wearing the black velvet suit she had donned after the collision, “Queen Margaret,” as some in first class had dubbed her, worked to organize the disembarkation of the steerage women and help with their travel arrangements. The Countess of Rothes was doing likewise, and one passenger of particular concern for her was Rhoda Abbott, who was unable to walk due to her ordeal in Collapsible A. Although Rhoda assured the countess and Margaret Brown that she would be looked after by the Salvation Army, she was transferred by ambulance to New York Hospital at Noëlle’s expense and later to a hotel room that Mrs. Brown arranged for her. The small, slim countess eventually walked down the gangway and into the arms of her husband Norman, the Earl of Rothes, and before long, she, too, was in a suite at the Ritz-Carlton. But Margaret Brown remained on the ship, where she improvised beds in the lounge for the remaining steerage women and spent the night with them. The next day her brother, who had come from Denver to greet her, came on board and told Margaret that her ailing grandson—the reason she had come home on the Titanic—was recovering well. This encouraged her to stay in New York, where she set up headquarters for the Titanic Survivors’ Committee in her suite at the Ritz-Carlton.

He slowed and stopped and reached across to open the passenger door from the inside and the man sat in, a man he knew, a man whose sons were his friends, whose daughter he’d courted for a while one long summer years ago, a man he liked and respected and who smelt on this spring morning like yesterday’s drink, a smell safe and familiar, like apples windfallen and turning rotten.

With little else to do I rode my Vesper motor scooter from Harbel to Roberts Field. Perhaps there might be some excitement around the airport, but no such luck. Eric Reeves the Station Master and Air Traffic Controller was in the tower and was in communications with the incoming airliner. Everything was quiet in anticipation of a Pan American Clipper's arrival. On the ground floor all was quiet except for a solitary passenger in the terminal. Apparently he was waiting for the next flight out, which wasn't due for another two hours. As I approached him, I could see that he looked familiar…. I immediately recognized him as a world class trumpet player and gravel voiced singer from New Orleans. He must have seen the look on my face and broke the ice by introducing himself as Louie Armstrong. "Hi," I answered, "I'm Hank Bracker, Captain Hank Bracker." I noticed that he was apparently alone sitting there with a mountain of belongings which obviously included musical instruments. Here was Louis Armstrong, the famous Louie Armstrong, all alone in this dusty, hot terminal, and yes he had a big white handkerchief! He volunteered that the others in his party were at the club looking for something to eat. With no one else around, we talked about New Orleans, his music and how someone named King Oliver, a person I had never heard of, was his mentor. At the time I didn't know much about Dixie Land music or the Blues, but talking to Louie Armstrong was a thrill I'll never forget. In retrospect it’s amazing to find out that you don’t know what you didn’t know. I found out that he actually lived in Queens, NY at that time, not too far from where my aunt and uncle lived. I also found out that he was the Good Will Ambassador at Large and represented the United States on a tour that included Europe and Africa, but now he was just a friendly person I had the good fortune to meet, under these most unusual circumstances. His destination was Ghana where he, his wife and his band the All Stars group were scheduled to perform a concert in the capitol city of Accra. Little did I know that the tour he was on was scheduled by Edward R. Murrow, who would later be my neighbor in Pawling, New York. Although our time together was limited, it was obvious that he had compassion for the people of the "Third World Nations," and wanted to help them. Although after our short time together, I never saw Louie again but I just know that he did. He seemed to be the type of person that could bring sunshine with him wherever he went.…

the first time i went out with him, he called me a queen / then dragged me across the passenger seat by my crown

Sidney provides the commentary on the DVD, and he tells us that he wanted “a train song.” Warren and Mercer gave him much more than that, for “On the Atchison, Topeka and the Santa Fe” is really an “entire town song.” It starts in the saloon—an important location, as it will be at war with the restaurant the Harvey girls wait table in—then moves to the train’s passengers, engineers, and conductor as it pulls in and the locals look everyone over, especially the newly mustered Harveys themselves. Warren’s music has imitated the train’s chugging locomotion, but now comes a trio section not by Warren and Mercer (at “Hey there, did you ever see such pearly femininity … ”), and the girls give us some individual backstories—one claims to have been the Lillian Russell of a small town in Kansas, and principals Ray Bolger and Virginia O’Brien each get a solo, too. The number is not only thus detailed as a composition but gets the ultimate MGM treatment on a gigantic set with intricate interaction among the many soloists, choristers, and extras. But now it’s Garland’s turn to enter the number, disembark, and mix in with the crowd. According to Sidney, Garland executed everything perfectly on the first try—and it was all done in virtually a single shot. Fred Astaire would have insisted on rehearsing it for a week, but Garland was a natural. Once she understood the spirit of a number, the physics of it simply fell into place for her. In any other film of the era, the saloon would be the place where the music was made. And Angela Lansbury, queen of the plot’s rowdy element, does have a floor number, dressed in malevolent black and shocking pink topped by a matching Hippodrome hat. But every other number is a story number—“The Train Must Be Fed” (as the Harveys learn the art of waitressing); “It’s a Great Big World” for anxious Harveys Garland, O’Brien, and a dubbed Cyd Charisse; O’Brien’s comic lament, “The Wild, Wild West,” a forging song at Ray Bolger’s blacksmith shop; “Swing Your Partner Round and Round” at a social. Marjorie Main cues it up, telling one and all that this new dance is “all the rage way

Although English privateer-turned-full-pirate Edward Teach, better known as Blackbeard, blockaded the port of Charleston in 1718, he kept his fleet anchored at a distance for fear of Yellow Jack. He did stop all vessels leaving or entering the port, holding the passengers, including a group of prominent residents, for ransom aboard their own ships. The dreaded pirate Blackbeard, however, was not after valuables or treasure. His instructions were simple. He would release the hostages and depart peacefully when all the medicine in Charleston was safely aboard his ship Queen Anne’s Revenge. His rotten swashbuckling crew was festering with mosquito-borne disease. Within a few days, his demands were met by the frightened citizens of Charleston. When the chests of drugs were furnished, Blackbeard honored his word. He released all ships and captives without harm, albeit only after relieving them of their valuables and fine festoons and frocks.

Rock and Roll adolescent hoodlums storm the streets of all nations. They rush into the Louvre and throw acid in the Mona Lisa's face. They open zoos, insane asylums, prisons, burst water mains with air hammers, chop the floor out of passenger plane lavatories, shoot out lighthouses, file elevator cables to one thin wire, turn sewers into the water supply, throw sharks and sting rays, electric eels and candiru into swimming pools (the candiru is a small eel-like fish or worm about one-quarter inch through and two inches long patronizing certain rivers of ill repute in the Greater Amazon Basin, will dart up your prick or your asshole or a woman's cunt faute de mieux, and hold himself there by sharp spines with precisely what motives is not known since no one has stepped forward to observe the candiru's life-cycle in situ), in nautical costumes ram the Queen Mary full speed into New York Harbor, play chicken with passenger planes and buses, rush into hospitals in white coats carrying saws and axes and scalpels three feet long, throw paralytics out of iron lungs (mimic their suffocations flopping about on the floor and rolling their eyes up), administer injections with bicycle pumps, disconnect artificial kidneys, saw a woman in half with a two-man surgical saw, they drive herds of squealing pigs into the Ka'bah, they shit on the floor of the United Nations and wipe their ass with treaties, pacts, alliances.

United Airlines New York Office: +1-855-732-4023 The United Airlines New York office is located at 71 Old Rockaway Blvd, Queens, NY 11430. This office provides services for passengers traveling through the New York area, including ticketing, reservations, and general customer support. If you need to reach United Airlines customer service in writing, you can use the contact information provided on their official website. For assistance with bookings, cancellations, or any other inquiries, you can also contact United Airlines customer service by calling their support number or through their online customer service portal.

United Airlines New York Office: +1-855-732-4023 The United Airlines New York office is located at 71 Old Rockaway Blvd, Queens, NY 11430. This office provides services for passengers traveling through the New York area, including ticketing, reservations, and general customer support. If you need to reach United Airlines customer service in writing, you can use the contact information provided on their official website. For assistance with bookings, cancellations, or any other inquiries, you can also contact United Airlines customer service by calling their support number or through their online customer service portal.

United Airlines New York Office: +1-855-732-4023 The United Airlines New York office is located at 71 Old Rockaway Blvd, Queens, NY 11430. This office provides services for passengers traveling through the New York area, including ticketing, reservations, and general customer support. If you need to reach United Airlines customer service in writing, you can use the contact information provided on their official website. For assistance with bookings, cancellations, or any other inquiries, you can also contact United Airlines customer service by calling their support number or through their online customer service portal.