OUR SYSTEM FOR RETRIEVING AND REMOVING wreckage was simple—primitive, even—but it made sense, given the challenging terrain. Four of the evidence techs were assigned to work directly with me, combing the central debris field for human remains and other potential evidence. Kimball and Boatman would float: using the Total Station to map significant or unusual finds, but also photographing and logging our progress. The other two would fan out across the crash site to scan for evidence of explosive devices, retrieve scattered wreckage, and load it onto the platform. The platform had a foot-high plywood rim all the way around it, to keep pieces of debris from falling off. In addition, at its center was a sort of corral or fence, sized to hold a five-gallon plastic bucket securely in place. The bucket would be the repository for whatever pieces of bone and soft tissue we could find and bag, as well as any small objects the agents considered forensically significant. As soon as either the rack or the bucket was filled, the crane would haul up the load. Topside, Maddox and two other FBI evidence techs would transfer the aircraft wreckage to a pair of shipping containers that had arrived shortly after the crane: one container for large chunks, the other—in which shelves had been hastily installed—for the countless small pieces. Whatever human material we found, on the other hand, would be taken from the bucket and stored in coolers in the command center, for transport to the San Diego County medical examiner at the end of each day. The FBI might trump the locals when it came to crime-scene investigation, but it was the M.E., not the Bureau, who had the authority to issue death certificates.
Apart from the crane and the high-tech nature of the artifacts we were collecting, our system reminded me of my early summers in field archaeology: field digs where local workers had hauled dirt in buckets, and graduate students had placed potsherds in baskets. Like most physical anthropologists, I had paid my grad-school dues in the trenches of archaeology, excavating sites that were hundreds or thousands of years old, unearthing the past year by year, century by century, burrowing deeper and deeper into the basement of time. In every dig, the topmost layer is “now”; the deeper you dig, the farther back in time you travel, inch by inch, foot by foot—and sometimes skull by skull.
Excavating the Janus crash would likewise mean traveling back, but through a far, far thinner slice of time. The surface layer of debris—“now”—was the tail, the final part of the plane to hit, and the deeper we dug, the earlier in the crash event we’d be. But the interval we would cover, from end to beginning—from the uppermost scrap of tail debris down to the lowermost layer of nose cone—would span only a single second. Not even, I realized. A fraction of a second. I did some rough, quick calculations in my head. Four hundred miles an hour was . . . upwards of five hundred feet a second, if my math was right. Maddox had told us the Citation was about fifty feet long. That meant the entire plane, nose to tail, had crumpled in less than one-tenth of a second. I blinked. The blink of an eye, I realized. That’s how quick it can all come crashing down.
All these things ran through my mind as I approached the main debris field. Its center appeared to be a spot near the base of the cliff—a wide, shallow crater now—where the nose of the jet must have first hit, followed—a hundredth or a thousandth of a second later—by the nose of the pilot himself.
Shards of twisted metal and tangled wires radiated outward from the ground beneath the crater. Mixed and mingled throughout, I assumed, were cinders of flesh and bits of burnt bone. The only way to find them would be bit by bit, piece by piece—removing the metal, shaking and perhaps even scraping the scraps, scouring everything for bone shards and teeth.