This map of the magnetic total field was derived from data acquired during an aeromagnetic survey carried out by Fugro Airborne Surveys during the period April 17, 2006 to August 26, 2007. The data were recorded using a split-beam cesium vapour magnetometer (sensitivity = 0.005 nT) mounted in the tail boom of a Cessna Caravan aircraft. The nominal traverse and control line spacings were, respectively, 800 m and 2600 m, and the aircraft flew at a nominal terrain clearance of 250 m. Traverse lines were oriented N30 degrees E with orthogonal control lines. The flight path was recovered following post-flight differential corrections to the raw Global Positioning System data and inspection of ground images recorded by a vertically-mounted video camera. The survey was flown on a pre-determined flight surface to minimize differences in magnetic values at the intersections of control and traverse lines. These differences were computer-analysed to obtain a mutually levelled set of flight-line magnetic data. The levelled values were then interpolated to a 200 m grid. The International Geomagnetic Reference Field was not removed from the magnetic total field.

This map of the magnetic total field was derived from data acquired during an aeromagnetic survey carried out by Fugro Airborne Surveys during the period April 17, 2006 to August 26, 2007. The data were recorded using a split-beam cesium vapour magnetometer (sensitivity = 0.005 nT) mounted in the tail boom of a Cessna Caravan aircraft. The nominal traverse and control line spacings were, respectively, 800 m and 2600 m, and the aircraft flew at a nominal terrain clearance of 250 m. Traverse lines were oriented N30 degrees E with orthogonal control lines. The flight path was recovered following post-flight differential corrections to the raw Global Positioning System data and inspection of ground images recorded by a vertically-mounted video camera. The survey was flown on a pre-determined flight surface to minimize differences in magnetic values at the intersections of control and traverse lines. These differences were computer-analysed to obtain a mutually levelled set of flight-line magnetic data. The levelled values were then interpolated to a 200 m grid. The International Geomagnetic Reference Field was not removed from the magnetic total field.

This map of the magnetic total field was derived from data acquired during an aeromagnetic survey carried out by Fugro Airborne Surveys during the period April 17, 2006 to August 26, 2007. The data were recorded using a split-beam cesium vapour magnetometer (sensitivity = 0.005 nT) mounted in the tail boom of a Cessna Caravan aircraft. The nominal traverse and control line spacings were, respectively, 800 m and 2600 m, and the aircraft flew at a nominal terrain clearance of 250 m. Traverse lines were oriented N30 degrees E with orthogonal control lines. The flight path was recovered following post-flight differential corrections to the raw Global Positioning System data and inspection of ground images recorded by a vertically-mounted video camera. The survey was flown on a pre-determined flight surface to minimize differences in magnetic values at the intersections of control and traverse lines. These differences were computer-analysed to obtain a mutually levelled set of flight-line magnetic data. The levelled values were then interpolated to a 200 m grid. The International Geomagnetic Reference Field was not removed from the magnetic total field.

This map of the magnetic total field was derived from data acquired during an aeromagnetic survey carried out by Fugro Airborne Surveys during the period April 17, 2006 to August 26, 2007. The data were recorded using a split-beam cesium vapour magnetometer (sensitivity = 0.005 nT) mounted in the tail boom of a Cessna Caravan aircraft. The nominal traverse and control line spacings were, respectively, 800 m and 2600 m, and the aircraft flew at a nominal terrain clearance of 250 m. Traverse lines were oriented N30 degrees E with orthogonal control lines. The flight path was recovered following post-flight differential corrections to the raw Global Positioning System data and inspection of ground images recorded by a vertically-mounted video camera. The survey was flown on a pre-determined flight surface to minimize differences in magnetic values at the intersections of control and traverse lines. These differences were computer-analysed to obtain a mutually levelled set of flight-line magnetic data. The levelled values were then interpolated to a 200 m grid. The International Geomagnetic Reference Field was not removed from the magnetic total field.

This map of the magnetic total field was derived from data acquired during an aeromagnetic survey carried out by Fugro Airborne Surveys during the period April 17, 2006 to August 26, 2007. The data were recorded using a split-beam cesium vapour magnetometer (sensitivity = 0.005 nT) mounted in the tail boom of a Cessna Caravan aircraft. The nominal traverse and control line spacings were, respectively, 800 m and 2600 m, and the aircraft flew at a nominal terrain clearance of 250 m. Traverse lines were oriented N30 degrees E with orthogonal control lines. The flight path was recovered following post-flight differential corrections to the raw Global Positioning System data and inspection of ground images recorded by a vertically-mounted video camera. The survey was flown on a pre-determined flight surface to minimize differences in magnetic values at the intersections of control and traverse lines. These differences were computer-analysed to obtain a mutually levelled set of flight-line magnetic data. The levelled values were then interpolated to a 200 m grid. The International Geomagnetic Reference Field was not removed from the magnetic total field.

This map of the total magnetic field was derived from data acquired during an aeromagnetic survey carried out by EON Geosciences Inc. during the period between April 12, 2010 to June 2, 2010. The data were recorded using a split-beam cesium vapour magnetometer (sensitivity = 0.005 nT) mounted in the tail boom of a Piper Navajo aircraft. The nominal traverse and control line spacings were, respectively, 800 m and 2 400 m, and the aircraft flew at a nominal terrain clearance of 250 m. Traverse lines were oriented N45°E with orthogonal control lines. The flight path was recovered following post-flight differential corrections to the raw Global Positioning System data and inspection of ground images recorded by a vertically-mounted video camera. The survey was flown on a pre-determined flight surface to minimize differences in magnetic values at the intersections of control and traverse lines. These differences were computer-analysed to obtain a mutually levelled set of flight-line magnetic data. The levelled values were then interpolated to a 200 m grid. The International Geomagnetic Reference Field (IGRF) was not removed from the magnetic field.

This map of the total magnetic field was derived from data acquired during an aeromagnetic survey carried out by EON Geosciences Inc. in the period between April 10, 2009 and September 16, 2009. The data were recorded using split-beam cesium vapour magnetometers (sensitivity =0.005 nT) mounted in each of the tail booms of a Piper Navajo and a Cessna 206 aircraft. The nominal traverse and control line spacings were, respectively, 800 m and 2 400 m, and the aircraft flew at a nominal terrain clearance of 250 m. Traverse lines were oriented N90°E with orthogonal control lines. The flight path was recovered following post-flight differential corrections to the raw Global Positioning System data and inspection of ground images recorded by a vertically-mounted video camera. The survey was flown on a pre-determined flight surface to minimize differences in magnetic values at the intersections of control and traverse lines. These differences were computer-analysed to obtain a mutually levelled set of flight-line magnetic data. The levelled values were then interpolated to a 200 m grid. The International Geomagnetic Reference Field (IGRF) was not removed from the magnetic field.

This map of the total magnetic field was derived from data acquired during an aeromagnetic survey carried out by EON Geosciences Inc. in the period between April 10, 2009 and September 16, 2009. The data were recorded using split-beam cesium vapour magnetometers (sensitivity =0.005 nT) mounted in each of the tail booms of a Piper Navajo and a Cessna 206 aircraft. The nominal traverse and control line spacings were, respectively, 800 m and 2 400 m, and the aircraft flew at a nominal terrain clearance of 250 m. Traverse lines were oriented N90°E with orthogonal control lines. The flight path was recovered following post-flight differential corrections to the raw Global Positioning System data and inspection of ground images recorded by a vertically-mounted video camera. The survey was flown on a pre-determined flight surface to minimize differences in magnetic values at the intersections of control and traverse lines. These differences were computer-analysed to obtain a mutually levelled set of flight-line magnetic data. The levelled values were then interpolated to a 200 m grid. The International Geomagnetic Reference Field (IGRF) was not removed from the magnetic field.

This map of the total magnetic field was derived from data acquired during an aeromagnetic survey carried out by EON Geosciences Inc. in the period between April 10, 2009 and September 16, 2009. The data were recorded using split-beam cesium vapour magnetometers (sensitivity =0.005 nT) mounted in each of the tail booms of a Piper Navajo and a Cessna 206 aircraft. The nominal traverse and control line spacings were, respectively, 800 m and 2 400 m, and the aircraft flew at a nominal terrain clearance of 250 m. Traverse lines were oriented N90°E with orthogonal control lines. The flight path was recovered following post-flight differential corrections to the raw Global Positioning System data and inspection of ground images recorded by a vertically-mounted video camera. The survey was flown on a pre-determined flight surface to minimize differences in magnetic values at the intersections of control and traverse lines. These differences were computer-analysed to obtain a mutually levelled set of flight-line magnetic data. The levelled values were then interpolated to a 200 m grid. The International Geomagnetic Reference Field (IGRF) was not removed from the magnetic field.