This map of the residual total magnetic field was derived from data acquired during an aeromagnetic survey carried out by Goldak Airborne Surveys during the period May 16, 2009 to July 1, 2009. The data were recorded using a split-beam cesium vapour magnetometer mounted in the tail boom of a Piper Navajo aircraft. The nominal traverse and control line spacings were 400 m and 2400 m, respectively, and the aircraft flew at a nominal terrain clearance of 150 m.

This map of the residual total magnetic field was derived from data acquired during an aeromagnetic survey carried out by Goldak Airborne Surveys during the period May 16, 2009 to July 1, 2009. The data were recorded using a split-beam cesium vapour magnetometer mounted in the tail boom of a Piper Navajo aircraft. The nominal traverse and control line spacings were 400 m and 2400 m, respectively, and the aircraft flew at a nominal terrain clearance of 150 m.

This map of the residual total magnetic field was derived from data acquired during an aeromagnetic survey carried out by Goldak Airborne Surveys during the period May 16, 2009 to July 1, 2009. The data were recorded using a split-beam cesium vapour magnetometer mounted in the tail boom of a Piper Navajo aircraft. The nominal traverse and control line spacings were 400 m and 2400 m, respectively, and the aircraft flew at a nominal terrain clearance of 150 m.

This map of the residual total magnetic field was derived from data acquired during an aeromagnetic survey carried out by Goldak Airborne Surveys during the period May 16, 2009 to July 1, 2009. The data were recorded using a split-beam cesium vapour magnetometer mounted in the tail boom of a Piper Navajo aircraft. The nominal traverse and control line spacings were 400 m and 2400 m, respectively, and the aircraft flew at a nominal terrain clearance of 150 m.

This map of the residual total magnetic field was derived from data acquired during an aeromagnetic survey carried out by Goldak Airborne Surveys during the period May 16, 2009 to July 1, 2009. The data were recorded using a split-beam cesium vapour magnetometer mounted in the tail boom of a Piper Navajo aircraft. The nominal traverse and control line spacings were 400 m and 2400 m, respectively, and the aircraft flew at a nominal terrain clearance of 150 m.

This map of the residual total magnetic field was derived from data acquired during an aeromagnetic survey carried out by Goldak Airborne Surveys during the period May 16, 2009 to July 1, 2009. The data were recorded using a split-beam cesium vapour magnetometer mounted in the tail boom of a Piper Navajo aircraft. The nominal traverse and control line spacings were 400 m and 2400 m, respectively, and the aircraft flew at a nominal terrain clearance of 150 m.

This map of the residual total magnetic field was derived from data acquired during a helicopter-borne aeromagnetic survey carried out by Fugro Airborne Surveys during the period between February 4 to March 15, 2010. The data were recorded using split-beam cesium vapour magnetometers (sensitivity = 0.005 nT) rigidly mounted on each of the two Astar 350B aircraft (C-FGSC and C-GAVO). The nominal traverse and control line spacings were, respectively, 400 m and 2 400 m, and the aircraft flew at a nominal terrain clearance of 100 m. Traverse lines were oriented N30°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.

This map of the residual total magnetic field was derived from data acquired during a helicopter-borne aeromagnetic survey carried out by Fugro Airborne Surveys during the period between February 4 to March 15, 2010. The data were recorded using split-beam cesium vapour magnetometers (sensitivity = 0.005 nT) rigidly mounted on each of the two Astar 350B aircraft (C-FGSC and C-GAVO). The nominal traverse and control line spacings were, respectively, 400 m and 2 400 m, and the aircraft flew at a nominal terrain clearance of 100 m. Traverse lines were oriented N30°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.

This map of the residual total magnetic field was derived from data acquired during a helicopter-borne aeromagnetic survey carried out by Fugro Airborne Surveys during the period between February 4 to March 15, 2010. The data were recorded using split-beam cesium vapour magnetometers (sensitivity = 0.005 nT) rigidly mounted on each of the two Astar 350B aircraft (C-FGSC and C-GAVO). The nominal traverse and control line spacings were, respectively, 400 m and 2 400 m, and the aircraft flew at a nominal terrain clearance of 100 m. Traverse lines were oriented N30°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.