of fierce competition, downward yield pressure, and an inadequate local market base, and the F.27s had ultimately been leased to Egyptair. Six years later, in January of 1985, two BAC-111-500s, a British twin-jet not unlike the SE.210 Caravelle in size, range, and design, had been leased from Tarom Romanian Airlines, increasing its fleet capacity to 208 seats, and these had later been deployed on charter and inclusive-tour (IT) services, initially to Greece, but later to other European destinations.  Demand became so high that it had ultimately exceeded available capacity and a larger 737-200, leased from Transavia Holland, had replaced one of the BAC-111s, with both types later disposed of upon delivery of two still-higher capacity, new technology 737-300s.  These had been operated on a steadily growing charter route network. In May 1986, Lauda Air had applied to the Austrian Ministry of Transport for a license to operate scheduled international service.  This had been approved in November 1987, thus ending Austrian Airlines' long-held monopoly.  A subsequently-acquired, 235-passenger, dual class Boeing 767-300ER had permitted long-range, intercontinental flights to be inaugurated, the first of which, on May 7, 1988, had been a weekly scheduled Vienna-Bangkok-Hong Kong service, shortly joined by a Vienna-Bangkok-Sydney sector.  Filling the need for lower-fare, long-haul, leisure-oriented travel, Lauda Air grew rapidly.  In 1985, for instance, it had carried 95,768 passengers and had flown 2,522 flight hours with 67 employees, while in the first ten months of 1987, it had carried 236,730 passengers and had undertaken 5,364 flight hours with