Instruct: Given a question, retrieve relevant passages that can help answer the question.
Query: When was BOAC founded?
British Overseas Airways Corporation (BOAC) was the British state-owned airline created in 1939 by the merger of Imperial Airways and British Airways Ltd. It continued operating overseas services throughout World War II. After the passing of the Civil Aviation Act of 1946, European and South American services passed to two further state-owned airlines, British European Airways (BEA) and British South American Airways (BSAA). BOAC absorbed BSAA in 1949, but BEA continued to operate British domestic and European routes for the next quarter century. A 1971 Act of Parliament merged BOAC and BEA, effective 31 March 1974, forming today's British Airways.[1]
When war broke out in Europe, the British Air Ministry prohibited private flying and most domestic air services. Imperial Airways and British Airways Ltd, in the process of being merged and nationalised as BOAC, were evacuated from Croydon Aerodrome and Heston Aerodrome to Whitchurch Airport, outside Bristol. After the fall of Norway, and the entry of the Netherlands, Belgium, France, and Italy into the war, only neutral Sweden, Ireland, and Portugal remained as European destinations for BOAC (the US was just within range of BOAC's Empire flying boats by refuelling in Newfoundland). Over the UK, civil aircraft were restricted to between 1,000 feet (300m) and 3,000 feet (910m) and could fly only during daylight to ease identification. The British government also restricted flights to diplomats, military personnel, VIPs, and those with government approval.[1]
The downturn in the aviation sector and fraught relations between Julian Amery, the new Minister of Aviation and BOAC concerning writing off debt (much of it incurred buying and troubleshooting new British aircraft) resulted in a further deterioration in relations between the airline and government. Amery commissioned an independent report into the financial performance of BOAC, undertaken by John Corbett. The ongoing disagreement about the funding arrangements for BOAC and the need for new Vickers VC10 aircraft would eventually be resolved in late 1963, when Slattery formally retired as chairman, though this was widely seen as a resignation; Slattery commented in 1964 that he had effectively been sacked.
The closest town-to-town reference to Boac is the municipality of Mogpog which is approximately 5 kilometers. Boac is connected to Mogpog and Gasan by the Marinduque Circumferential Highway or the Pan-Marinduque Highway. Two bridges connect the north and south area of the municipality: the narrow Tabi Bridge which connects Brgy. Tabi and Brgy. San Miguel and the said-to-be the longest bridge in the province, Biglang Awa Bridge (186m), which connects Brgy. Tampus and Brgy. Bantad. A narrow minor road connects Boac and Mogpog via Buliasnin-Nangka Road, and Boac and Gasan via Duyay-Tapuyan Trail. Boac has a total road network of 117.61 kilometers.
Geopolitically, Boac is divided into six zones: Poblacion, Riverside, Ilaya I, Ilaya II, Seaside A and Seaside B. Boac's geographical center is roughly located between the border of Brgy. Binunga and Brgy. Can-at.
In 1953 Vickers had started building the swept wing VC-7/V-1000 with Rolls-Royce Conway turbofan engines, but BOAC short-sightedly decided the Britannia and Comet 4 would be adequate for its purposes, and when the military version of the V-1000 was cancelled in 1955 the 75% complete prototype was scrapped. In October 1956 BOAC ordered 15 Boeing 707s with Conway engines (briefly the most economical commercial engine option). They entered service in 1960. (The British airworthiness authorities insisted on tail-fin modifications which Boeing made available to all 707 users.) Sir Giles Guthrie,[6] who took charge of BOAC in 1964, preferred Boeing aircraft for economic reasons, and indeed BOAC began turning a profit in the late 1960s. After a row in Parliament the government instructed BOAC to purchase 17 Vickers VC10 aircraft from a 30-aircraft order which Guthrie had cancelled.[7] The Standard VC10 had higher operating costs than the 707, largely due to BOAC's requirement at the design stage for the aircraft to have excellent hot and high performance for Commonwealth (African/Asian) routes, but the larger Super VC10 was a success with American passengers on the North Atlantic and was profitable.
In October 1951, British Overseas Airways Corporation (BOAC) became a major shareholder in Gulf Aviation, holding a 22% stake through the BOAC subsidiary company BOAC Associated Companies.
BOAC was also permitted to spend dollars on six new Boeing 377 Stratocruisers for its key transatlantic routes from October 1949, offering a double-deck non-stop eastbound service from New York City to London Airport (later Heathrow). However, because of the prevailing westerly winds, the westbound flights needed re-fuelling at Shannon and Gander before reaching New York. Another four Stratocruisers were taken over from a frustrated SAS order and seven were bought secondhand in the mid-1950s. The Handley Page Hermes and Canadair DC-4M Argonaut joined the BOAC fleet between 1949 and 1950, replacing the last of the non-pressurised types on passenger services. When service entry of the Bristol Britannia was delayed in late 1956, BOAC was permitted to purchase ten new Douglas DC-7Cs. These long-range aircraft enabled BOAC to operate non-stop westbound flights from London and Manchester to New York and other US East Coast destinations,[5] in competition with DC-7Cs of Pan American World Airways and Lockheed Super Constellations of Trans World Airlines (TWA). This was the first purchase of aircraft direct from the Douglas Aircraft Company in BOAC's history.
BOAC-Cunard leased any spare capacity to BOAC which could use it to supplement the main BOAC fleet at peak demand, and in a reciprocal arrangement BOAC would provide capacity to BOAC-Cunard on some operations when it had a shortfall.
The downturn in the aviation sector and ongoing disagreements between Julian Amery, the new Minister of Aviation and BOAC concerning writing off debt incurred buying and troubleshooting new British aircraft resulted in a further deterioration in relations between the airline and government. Amery commissioned an independent report into the financial performance of BOAC, undertaken by John Corbett. The ongoing disagreement about the funding arrangements for BOAC and the need for new Vickers VC10 aircraft would eventually be resolved in late 1963, when Slattery formally retired as chairman, though this was widely seen as a resignation; Slattery commented in 1964 that he had effectively been sacked.
Early in 1940 BOAC ordered eight aircraft to be powered by the Perseus XVI and originally intended as ten-seaters. The first BOAC aircraft was delivered to Whitchurch on 5 September 1940. The second BOAC aircraft was impressed by the Air Ministry and allocated for Admiralty use at RNAS Donibristle. To replace the impressed aircraft BOAC were later allotted the aircraft ordered by the Egyptian Government. After a period of training all the BOAC Flamingos were moved to Cairo to operate in the Middle East. The BOAC aircraft were named after English Kings and were named "K-class" by the airline.
In early 1957, services to the United Kingdom were launched on a once-weekly basis, at first operated by BOAC on EAA's behalf and then in EAA's own right with ex-BOAC Argonauts. This tourist-class service had low load factors when it was started, as it competed with same-fare BOAC Britannias and Viscounts. Also in early 1957, the Nairobi–Aden route was started; in mid-September the same year the route was extended farther east, from Aden to Bombay via Karachi, and Argonauts were also deployed on it.
Although the Bristol Model 302 was built first as part of the original BOAC order, BOAC released this series to other airlines; "Aeronaves de Mexico" took two Model 302s, which entered service in December 1957. The 18 Bristol Britannia 312s for BOAC were delivered from September 1957 with its service introduction on the first-ever non-stop flight from London to Canada on 19 December 1957. In late December 1957 BOAC began regular Britannia flights from London to New York. Other airlines, such as Israel's "El Al", used the Britannia on transatlantic routes. In 1959 BOAC started flying the Britannia across the Pacific to Tokyo and Hong Kong, thus extending their network round the world. The westbound routing in 1959 for these intercontinental BOAC Britannia flights between the U.K. and Asia was London-New York-San Francisco-Honolulu-Wake Island-Tokyo-Hong Kong.
As soon as it heard of the crash, BOAC once again voluntarily grounded all of its Comets as it had done three months earlier after the BOAC Flight 781 disaster. The Italian air-sea rescue services were notified, and searching began at dawn the next day, subsequently involving the Royal Navy carrier and the destroyer . Some time later that day, a report was received from a BEA Ambassador aircraft of an oil patch some east of Naples and bodies and wreckage in the water south-east of Stromboli. The depth of the Mediterranean Sea at the crash site meant that a salvage mission was ruled out as impractical, but if the cause of the BOAC crash was found, it would also explain the SA crash due to the close similarities of the two.
He spoke to Harold Howitt when he was thinking of leaving the BTC and was informed that Miles Thomas needed an experienced accountant to institute strict financial controls at BOAC. Smallpeice would turn down the role initially, fearing BOAC (also state owned) would be similar to the BTC in terms of culture and manageability. Howitt pressed Smallpeice to reconsider and following a meeting a few days with Miles Thomas and he accepted the position at BOAC, which was tailored to the role he and Miles Thomas desired he have within the company.
After its first six Lockheed 049 Constellations, BOAC had to use some ingenuity to increase its Constellation fleet. In 1947, Aerlínte Éireann in Ireland bought five new Lockheed 749 Constellations, and prepared to launch a transatlantic service with assistance and crew-training from Captains O.P. Jones and J.C. Kelly-Rogers of BOAC. The project was abandoned in February 1948, and BOAC were able to buy the almost new 749s without dollar expenditure four months later. This enabled BOAC to serve Australia with Constellations from 1949. A total of 25 Constellations passed through the BOAC fleet, including 12 749As obtained from Capital Airlines in the mid-1950s, with BOAC's older 049s in part exchange.
In January 1947, he was seriously injured when a BOAC aircraft in which he was a passenger crashed in Kent.
He later sued BOAC for damages, and after hearings in the High Court, the case was settled in November 1952 when he accepted £3,017 in damages. 
In October 1947, with work already underway, Bristol had settled on a Centaurus-powered design, with an all-up weight of and a payload of . The anticipated Karachi-Cairo run necessitated a 48-seat limit with a requirement for sufficient fuel for the lengthy stage. On 5 July 1949, the Ministry of Supply ordered five prototypes to this specification with the understanding that BOAC would contract for an additional 25 production examples. BOAC purchased options for 25 aircraft on 28 July, to be powered initially with the Bristol Centaurus engine, but to be re-fitted with the Bristol Proteus when available. In November 1948, the Type 175 design was revised again to accommodate 74 passengers and a longer span wing in a contemplated long-range version aimed at long-haul Empire and transatlantic routes rather than the medium-haul Empire routes originally planned. On reflection, BOAC decided that only a Proteus-engined aircraft was worth working on, necessitating a further redesign with Bristol eliminating the Centaurus option. Senior figures within BOAC such as the Deputy Chairman Whitney Straight, however, considered the Proteus engine to be "an obsolete contraption". Despite BOAC's desire to have a turboprop engine, the Type 175 project was contingent on the Proteus passing a 150-hour Type Test.
"The Jesuits in the Philippines 1581-1768", a book written by Fr. Horacio de la Costa, states that Archbishop Miguel Garcia Serrano of Manila entrusted the island of Marinduque to the care of the Society of Jesus in 1621. The Jesuits stayed in the province and founded the town of Boac on 8 December 1622 and later on the towns of Sta. Cruz and Gasan. By virtue of a Spanish royal decree dated 19 May 1864, the Augusti-nian Recollect Fathers took over the spiritual administration of Boac in exchange for the curacies they left behind to the hands of the Jesuit missionaries in Mindanao.
The 1956 Kano Airport BOAC Argonaut crash occurred on 24 June 1956 when a British Overseas Airways Corporation (BOAC) four-engined Canadair C-4 Argonaut airliner registered "G-ALHE" crashed into a tree on departure from Kano Airport in Nigeria, three crew and 29 passengers were killed.
The largest flying boat of the war was the Blohm & Voss BV 238, which was also the heaviest plane to fly during World War II and the largest aircraft built and flown by any of the Axis Powers.
In November 1939, IAL was restructured into three separate companies: British European Airways, British Overseas Airways Corporation (BOAC), and British South American Airways (which merged with BOAC in 1949), with the change being made official on 1 April 1940. BOAC continued to operate flying boat services from the (slightly) safer confines of Poole Harbour during wartime, returning to Southampton in 1947. When Italy entered the war in June 1940, the Mediterranean was closed to allied planes and BOAC and Qantas operated the Horseshoe Route between Durban and Sydney using Short Empire flying boats.
On 7 October 1952, BOAC withdrew their Yorks from passenger services, retaining the type for freight operations. BOAC's Yorks continued to operate freight schedules until November 1957 when the last example was withdrawn. After disposal by BOAC and BSAAC, their York fleets were purchased by several UK independent airlines and operated on both passenger and freight flights; these service often included long-distance trooping flights to Jamaica and other UK garrisons. The largest York operator out of the independents was Skyways. In 1964, the last Yorks were retired from service by Skyways and Dan Air.
BOAC declared that they were perfectly happy with the Britannia for their trans-Atlantic routes, and would remain so until an enlarged de Havilland Comet 4 arrived in a few years. In the end, BOAC's decision would quickly be reversed when it became clear that their competitors were going to enter the jet age before them. The VC7 had been cancelled by this point, and a study demonstrated it would be too costly to restart the line. Instead, BOAC ordered the Boeing 707 in October 1956, ironically in a special model to be powered by the Conway. Contrary to BOAC's worries, the Conway proved to have an almost flawless development cycle, and on several occasions outstripped the development of the models it was meant to power.
BOAC countered Eagle's move to establish itself as a full-fledged scheduled transatlantic competitor on its Heathrow—JFK flagship route by forming BOAC-Cunard as a new £30 million joint venture with Cunard Steamship Co. BOAC contributed 70% of the new company's capital and eight Boeing 707s. Cunard Eagle's long-haul scheduled operation — including the two new 707s — was absorbed into BOAC-Cunard before delivery of the second 707, in June 1962. BOAC-Cunard leased any spare aircraft capacity to BOAC to augment the BOAC mainline fleet at peak times. As part of this deal, BOAC-Cunard also bought flying hours from BOAC for using the latter's aircraft in the event of capacity shortfalls. This maximised combined fleet utilisation. The joint fleet use agreement did not cover Cunard Eagle's European scheduled, trooping and charter operations.
Other records says that Boac came from the word "bulwak", which characterizes the tide caused by the rapids of the Boac River to its mouth in Brgy. Lupac and to the banks around the riverside barrios.