often chosen to read the speech on such an occasion. Before the flight, the Partnair crew found that one of LN-PAA's two main power generators was defective and had been so since 6 September. Also, the mechanic who had inspected the aircraft was unable to repair it. In the Norwegian jurisdiction an aircraft is only allowed to take off if it has two operable sources of power. Also, the aircraft's minimum equipment list required two operating generators. Berg decided that he would run the auxiliary power unit (APU) throughout the flight so that the plane would have two sources of power and therefore be allowed to leave. Oslo Airport refused to let Flight 394 depart until a catering bill was paid. Before the aircraft took off, Berg left the cockpit to pay the catering company. As a result of this, the flight was delayed by almost an hour, finally departing at 3:59 pm. As Flight 394 passed over the water at its planned cruising altitude of 22,000 feet, a Norwegian F-16 Fighting Falcon fighter jet passed by it. The F-16 pilot was startled by the sudden appearance of the aircraft and contacted Oslo air traffic control, believing his radar data to be false and that the aircraft was closer to his jet than his on-board computer had indicated. As Flight 394 neared the Danish coastline, 22,000 feet (6,706 m) over the North Sea, Copenhagen air traffic control saw that the plane was off course and falling quickly, appearing to crash into the sea, roughly 20 km north of the Danish coast. Investigation Accident Investigation Board Norway (AIBN) investigated the disaster and recovered 50 of the 55 bodies before sending them through autopsies in Denmark. Investigators used side-scan sonar to plot positions of wreckage. The pieces had settled over an area wide, leading the investigators to believe that LN-PAA disintegrated in the air. Luckily, 90% of the aircraft could be reconstructed. In an accident flight, the cockpit voice recorder (CVR) usually records its final minutes. In the Partnair crash, however, it had recorded the start of the flight and stopped shortly before the aircraft took off. From the maintenance records, investigators found that ten years prior to Flight 394, the CVR's power supply had been rewired to connect to the aircraft's generator instead of its battery if full power was applied for takeoff. As the generator was inoperative on this flight,