**TECHNICAL REPORT ON A FIXED WING**

**HORIZONTAL GRADIOMETER**

**AEROMAGNETIC SURVEY**

**SILVER BELL, ARIZONA**

**BLOCK**

**CONTRACT 01CRCN0040**

**March 2002**

**for**

**UNITED STATES GEOLOGICAL SURVEY**

![](media/image1.png){width="1.5in" height="0.5534722222222223in"}

**by**

**GOLDAK EXPLORATION TECHNOLOGY LTD.**

![](media/image2.png){width="1.86875in" height="1.8805555555555555in"}

Goldak Exploration Technology Ltd.

25 Duncan Crescent

Saskatoon, Saskatchewan

Canada S7H 4K3

Tel: (306) 249-4474

Fax: (306) 249-4475

Cell: (306) 222-5104

Email: <ben@goldak-exploration.com>

URL: www.goldak-exploration.com

1\. INTRODUCTION [4](#introduction)

2\. SURVEY AREA LOCATION [4](#survey-area-location)

Illustration -- Silver Bell Ideal Flight Plan
[5](#illustration-silver-bell-ideal-flight-plan)

3\. DATA SPECIFICATION [5](#data-specification)

4\. AIRCRAFT AND EQUIPMENT [6](#aircraft-and-equipment)

4.1 Aircraft [6](#aircraft)

Illustration -- Horizontal Gradient Configuration at San Bernardino, CA
[7](#illustration-horizontal-gradient-configuration-at-san-bernardino-ca)

4.2 Magnetometer and Compensation [7](#magnetometer-and-compensation)

Illustration - C-GJBA Total Field Figure of Merit
[9](#illustration---c-gjba-total-field-figure-of-merit)

Illustration - C-GJBA Gradients Figure of Merit
[9](#illustration---c-gjba-gradients-figure-of-merit)

4.3 Magnetic Base Station [10](#magnetic-base-station)

Illustration - Base Magnetometer Marana 1 Site
[10](#illustration---base-magnetometer-marana-1-site)

Illustration - Base Magnetometer Marana 2 Site
[11](#illustration---base-magnetometer-marana-2-site)

4.4 VLF-EM System [11](#vlf-em-system)

4.5 GPS Positioning System [11](#gps-positioning-system)

Illustration - Base GPS Marana Airport Site
[13](#illustration---base-gps-marana-airport-site)

4.6 Radar Altimeter [13](#radar-altimeter)

4.7 Barometric Altimeter [13](#barometric-altimeter)

4.8 Flight Path Camera [14](#flight-path-camera)

4.9 GEDAS Digital Recorder [14](#gedas-digital-recorder)

5\. DATA PROCESSING AND PRESENTATION
[14](#data-processing-and-presentation)

5.1 Total Field Leveling and Magnetic Gradient Processing
[14](#total-field-leveling-and-magnetic-gradient-processing)

5.2 Map Presentations [15](#map-presentations)

Illustration -- Silver Bell TMI Image
[16](#illustration-silver-bell-tmi-image)

5.3 Multi-parameter Analog Profiles
[17](#multi-parameter-analog-profiles)

5.4 Digital Data Files [17](#digital-data-files)

5.5 Flight Path Video [19](#flight-path-video)

6\. DETAILED EQUIPMENT SPECIFICATIONS
[19](#detailed-equipment-specifications)

Illustration -- Survey Aircraft 3-View
[22](#illustration-survey-aircraft-3-view)

7\. STATEMENT OF QUALIFICATIONS [23](#statement-of-qualifications)

Appendix 1 -- Weekly Progress Reports
[24](#appendix-1-weekly-progress-reports)

Appendix 2 -- Flight Logs [26](#appendix-2-flight-logs)

# 1. INTRODUCTION

This report describes an airborne geophysical survey carried out in the
Silver Bell mining district of Arizona on behalf of the United States
Geological Survey during March of 2002.

The field crew was based from Tucson, AZ and the aircraft based at the
Marana airport.

Aircraft equipment operated included three cesium vapor, digitally
compensated magnetometers, a GPS real-time and post-corrected
differential positioning system, a flight path recovery camera, VHS
titling and recording system, as well as radar and barometric
altimeters. All data was recorded digitally in GEDAS binary file format.

Reference ground equipment included two GEM Systems GSM-19W Overhauser
magnetometers. These were both setup at opposite ends of the Marana
airport property.

A Novatel 12 channel GPS base station was set up at the Tucson
Aeroservice Center for differential post-flight corrections.

The center of the survey block is approximately 30 kilometers west of
the city of Marana, AZ. Three calibration flights and three survey
flights where required to complete this area. All flights took place
between March 4^th^ and 7^th^.

# 2. SURVEY AREA LOCATION

The Silver Bell block is centered approximately 30 kilometers west of
the city of Marana, AZ. The center of the area is at N 32°25', W 111°
30'. The survey consisted of 2036 kilometers of lines oriented on an
azimuth of 000°/180°T (true with respect to UTM North) with control
lines at 090°/270°T.

The traverse lines where flown on a spacing of 250 meters with a control
line separation of 1500 meters.

Aircraft height was specified at 250 meters above ground. A vertical
navigation drape surface was prepared using USGS topographic data and a
maximum climb / descent gradient of 6%.

The area is sparsely populated with approximately 10% cultural coverage.

The survey boundary is defined by the following WGS-84, UTM Zone 12N
coordinates:

440395 3577560

440504 3596035

463989 3595923

463923 3577448

![](media/image3.wmf){width="4.9319444444444445in"
height="3.998611111111111in"}

### Illustration -- Silver Bell Ideal Flight Plan

# 

# 3. DATA SPECIFICATION

The nominal traverse line separation for this block was 250 meters, with
a control line spacing of 1500 meters. The tolerance for horizontal line
navigation was a maximum deviation of 50% nominal line spacing.
Additionally, a maximum inter-line gap over a 3200-meter distance was
150% nominal line spacing.

Altitude control was accomplished by the GEDAS auto-drape system.
Digital topographic data for the area was obtained from the USGS and
used to compute a smooth surface that cleared the high points in the
terrain by the specified clearance and directed a safe rate of climb and
descent to the flight crew. The climb / descent rate, or gradient used
was 6%. This rate allows safe operation of the survey aircraft.

The specified terrain clearance altitude was 250 meters with a tolerance
of ± 60 meters from an ideal drape surface over a 1000-meter distance,
with the usual exceptions made for rugged terrain, regulatory compliance
or aircraft safety considerations

Due to the singular large terrain feature in the center of the block,
the surface height, or minimum clearance height, was reduced to give a
better average terrain clearance. This resulted in a lower clearance
over the main mountain top, but a much better average height above
terrain. The modified vertical guidance plan actually flown was approved
by USGS technical personnel.

Diurnal activity tolerance was specified as maximum 5nT change in 5
minutes. Pulsations of 5 minutes of less were limited to 2nT; 5-10
minutes 4nT and 10-20 minutes 8nT.

The flight data magnetic noise tolerance was specified as not to exceed
± 0.1 nT over a maximum of 10% of the line.

The aircraft maneuver noise was specified as a maximum of 3nT per pitch
or roll maneuver of up to 20°. The maximum heading error was specified
as 1nT. The survey aircraft easily meets this specification with GSC
FOMs of less than 1.0nT.

The Geological Survey of Canada FOM specification is ±5° pitches, ±10°
rolls and ±5° yaws on all four cardinal headings. The FOM is then the
arithmetic sum of the mean peak-to-peak response for all 12 maneuvers.

# 4. AIRCRAFT AND EQUIPMENT

## 4.1 Aircraft

The aircraft used was a Piper PA-31 Navajo, registration C-GJBA, owned
and operated by Goldak Exploration. The aircraft is fitted with a
3-meter stinger attached to the rear fuselage on the centerline of the
aircraft. The attitude sensing fluxgate magnetometer is positioned at
the midpoint of the stinger. The primary cesium sensor is mounted in the
aft end of the tail stinger. The aircraft also has magnetometers
installed in composite pods on each wingtip. The pods mount the sensors
1.2 meters outboard of the aircraft wingtip. The three magnetometers
form a two-axis horizontal gradiometer with following dimensions:

Lateral 584\" 14.834m

Longitudinal 384\" 9.754

The aircraft has been extensively modified, both mechanically and
electrically to minimize the effects of maneuvering on the measured
magnetic field. The aircraft has a demonstrated Figure of Merit of less
than 0.7 nT as measured to GSC (Geological Survey of Canada)
specification. Typical FOMs under less than ideal calibration
environments are 0.9 nT for the tail magnetometers. This low level of
magnetic noise is considered to be exceptional by experts at the
National Research Council.

![](media/image4.jpeg){width="6.0in" height="4.5in"}

### 

### Illustration -- Horizontal Gradient Configuration at San Bernardino, CA

## 4.2 Magnetometer and Compensation 

The airborne magnetometers used are a matched set of Geometrics G-822A
optically pumped cesium vapor types with sensitivity of 0.005 nT. The
magnetometer's Larmor signal is decoupled and counted by a RMS
Instruments AADCII compensator, and data produced at a rate of either 10
Hz with a resolution of 0.001 nT. The data bandwidth is from 0 to 0.9 Hz
with an internal noise level of less than 0.002 nT.

The AADCII compensates for magnetic noise due to aircraft motion and
heading. Prior to the survey, the aircraft is taken to an area of low
magnetic gradient at a high altitude (7000' AGL +) and put through a
series of rolls, pitches and yaws on each of the survey's cardinal
headings. This is done so that the AADCII can form a model of the
aircraft's magnetic characteristics without the near influence of the
local geology. The remaining magnetic distortion is quantified by a term
known as the Figure of Merit, or FOM. A figure of merit of 2.0 or less
is used by the Geological Survey of Canada as standard survey criteria.
As stated above, this aircraft has an exceptional typical FOM of
approximately 0.9 nT.

Three calibration flights were required due to an electrical problem
detected on the aircraft during the first calibration. The problem was
discovered to be a failed ground isolation bushing on the left engine
alternator. The intermittent ground contact during pitch maneuvers, and
subsequent airframe current shifting, caused the calibration process to
fail. Several diagnostic flights were made and the problem was isolated
and repaired.

The following tables represent the digital analysis of the FOM data
taken prior to this survey in the vicinity of the survey area. The
results are generally typical and are indicative of good compensation
fits to the aircraft maneuver noise.

The compensation and FOM flight was performed near the survey area over
an area of low magnetic gradient. This area was selected using a coarse
gridded image of total magnetic intensity obtained from the USGS
website. The flight was accomplished on March 5^th^. The results are as
follows:

***RMS AADCII Compensator Statistics***

  -------------- -------------- -------------- --------------- -------------
                 Un-comp Std    Comp Std Dev   Improvement     Solution Norm
                 Dev                           Ratio           

  Right Wing     1.364 e00      4.607 e-02     29.6            36.5

  Left Wing      1.358 e00      5.090 e-02     26.7            42.2

  Tail           2.612 e-01     3.690 e-02     7.1             16.3

  Lateral        1.476 e00      1.008 e-01     14.6            41.2
  Gradient                                                     

  Long Gradient  8.497 e00      7.559 e-02     12.4            37.2

  Memory Slot    4                                             
  -------------- -------------- -------------- --------------- -------------

***Figure of Merit \# 1 -- Tail Magnetometer (MBc)***

  ----------- ----------- ----------- ----------- ----------- ------------
              North       East        South       West        Sum

  Pitch       0.07        0.12        0.12        0.07        0.38

  Roll        0.02        0.04        0.04        0.03        0.13

  Yaw         0.03        0.15        0.02        0.07        0.27

  Sum         0.12        0.31        0.18        0.17        FOM=0.78nt
  ----------- ----------- ----------- ----------- ----------- ------------

***Figure of Merit \# 1 -- Lateral Gradient (GXc)***

  ----------- ----------- ----------- ----------- ----------- ------------
              North       East        South       West        Sum

  Pitch       0.08        0.14        0.05        0.20        0.47

  Roll        0.09        0.12        0.07        0.08        0.36

  Yaw         0.12        0.25        0.05        0.42        0.84

  Sum         0.29        0.51        0.17        0.70        F0M=1.67nt
  ----------- ----------- ----------- ----------- ----------- ------------

***Figure of Merit #4 -- Longitudinal Gradient (GYc)***

  ----------- ----------- ----------- ----------- ----------- ------------
              North       East        South       West        Sum

  Pitch       0.07        0.05        0.04        0.08        0.24

  Roll        0.10        0.12        0.05        0.07        0.34

  Yaw         0.06        0.08        0.04        0.05        0.23

  Sum         0.23        0.25        0.13        0.20        FOM=0.81nt
  ----------- ----------- ----------- ----------- ----------- ------------

The following plots are graphical representations of the FOM data taken
immediately prior to this survey.

![](media/image5.wmf){width="6.165972222222222in"
height="3.4902777777777776in"}

### 

### Illustration - C-GJBA Total Field Figure of Merit

![](media/image6.wmf){width="5.9944444444444445in"
height="3.5215277777777776in"}

### 

### Illustration - C-GJBA Gradients Figure of Merit 

## 4.3 Magnetic Base Station

Two magnetic base stations were used for this block to provide
redundancy and some cultural rejection. Both setup locations meet the
reference station proximity requirements set out in the contract.

Both units were GEM Systems GSM-19W Overhauser magnetometers and were
setup at opposite ends of the Marana airport property.

Station 1 was located at UTM Zone12N coordinates 479295E, 3585695N.

![](media/image7.jpeg){width="5.333333333333333in" height="4.0in"}

### Illustration - Base Magnetometer Marana 1 Site

![](media/image8.wmf)

### 

### Illustration - Base Magnetometer Marana 2 Site

Both the aircraft data acquisition system and the base magnetometer are
synchronized to UTC time derived from the aircraft GPS system and
recorded in the form of seconds after midnight.

Simultaneously collected data from both magnetometers was averaged over
a period of 12 hours of quiet magnetic activity to estimate the "normal"
field value at those points. These values will be used in all subsequent
diurnal corrections. The value used for site Marana-1 (database channel
BaseMag1) was 48722 nT.

## 4.4 VLF-EM System

The VLF-EM system was not recorded for this survey.

## 4.5 GPS Positioning System

The GPS receiver in the survey aircraft is a Novatel 3151R Propak 12
channel differential unit that communicates directly with the GEDAS
system. The base station GPS is also a Novatel 3151R Propak whose data
is logged by a battery powered industrial portable computer. A survey
grade GPS base antenna and choke ring is used to minimize multi-path
errors. The system can be used for differential positioning in either
real-time, or post-corrected mode.

The positioning system also incorporates a Racal Landstar real-time DGPS
system that receives real-time differential corrections from an orbiting
geo-synchronous communications satellite. These corrections from this
device allow 2-5 meter positioning accuracy in real-time. A GPS base
station is also recorded during the survey flight to provide a higher
level of accuracy and an independent confidence check to the Landstar RT
DGPS system.

GPS signals are occasionally "dithered" by the US Department of Defense
for security reasons. This dithering can cause positioning errors of up
to 100 meters. In addition to dithering, atmospheric and ionospheric
effects typically reduce the accuracy of the non-differential
positioning to approximately 10 meters RMS. If a suitable stationary GPS
receiver on a known, or assumed position, is used to record the apparent
errors in the satellite range data, those errors can be used to correct
the moving receiver in the aircraft to a an accuracy of 2-5 meters RMS.
This compensation process is called differential correction and can be
either applied to the moving receiver in real time for higher dynamic
accuracy, or applied later to find out where the aircraft *was* with
high accuracy. This is called real-time and post-corrected differential
positioning respectively.

The field crew was based from the InTown Suites in Tucson, AZ. The
address of the motel is:

InTown Suites

4314 West Ina Rd.

Tucson, Arizona

85741

The GPS base station was setup on the roof peak of the Tucson
Aeroservice Center at the Marana airport. The address is:

11700 West Avra Valley Rd. #85

Marana, Arizona

85653

After acquiring data for 16 hours, the averaged position was given as

Latitude: 32 24 12.3706 σ = 0.247m

Longitude: -111 13 08.9150 σ = 0.217m

Elevation (MSL): 620.071m ASL σ = 0.532m

This position was further corrected using the program "GrafNav" and data
acquired from an (IGS) base station located nearby (approx 31km). The
station location is published as:

Station: COT1

Service: CORS

Latitude: 32 13 28.04340

Longitude: -110 58 18.75790

Elevation: 733.188(m) above ellipsoid

The COT1 base station data was used to differentially correct
approximately 14 hours of data acquired at our base station location at
the Tucson Aeroservice Center. The resultant differentially corrected
master position is used throughout the entire "Silver Bell" survey.

The differentially corrected antenna position was computed to be:

Latitude: 34 24 12.38460 σ = 0.025m

Longitude: -111 13 08.8864 σ = 0.022m

Elevation: 619.515m ASL\* σ = 0.053m

\*The USGS Geoid99 model was used to transform Height Above Ellipsoid to
Height Above Sea Level

See also the attached sheets describing the results from the grafnav
program in graphical form.

The position difference between the autonomous position averaging period
and the post-processed position was:

Latitude δ = 44cm

Longitude: δ = 77cm

Elevation: δ = 55cm

This sub-meter difference is well within the noise levels expected from
a simple averaged solution and serves to validate the post-corrected
solution.

![](media/image9.jpeg){width="5.333333333333333in" height="4.0in"}

### Illustration - Base GPS Marana Airport Site

## 4.6 Radar Altimeter

The radar altimeters used were a Terra TRA-3000 digital unit with
accuracy of ±3 meters in the range of typical survey altitudes, and a
Thompson CSF ERT-160 with an accuracy of 1 meter over a range of 0 to
2500 meters.

## 4.7 Barometric Altimeter

The barometric altimeter monitored by the system is a Setra model 270
with accuracy of ±1 meters.

## 4.8 Flight Path Camera

The flight path is recorded by a Panasonic GP-KR222 SV hi-resolution
color video camera located in the lower rear fuselage of the aircraft.
The video is recorded by a Panasonic AG-1980P SVHS recorder. Data
pertaining to position, time, speed, altitude, line number and direction
are superimposed in the videotape by a Horita SCT-50 video titler.

## 4.9 GEDAS Digital Recorder

All data is processed and recorded digitally by our GEDAS system. The
GEDAS is an industrial rack-mount Intel Pentium based PC computer
operating at 233 MHz with multiple hard-drives, IO ports and ADAC
devices.

The GEDAS system records time, magnetic, and VLF data at 10 Hz. All
positioning data is recorded at 2Hz. Data files are organized on a
flight-by-flight basis in a proprietary binary format. The data is then
converted post-flight to a Geosoft compatible format.

# 

Data can be downloaded from the system by either floppy disk or Iomega
ZIP disk. Data can be delivered in the field by floppy, ZIP disk, Iomega
JAZ disk or CD-ROM.

#  

# 5. DATA PROCESSING AND PRESENTATION

All positions in the databases are represented in both the WGS-84
(NAD-83) datum as well as the NAD-27 datum. UTM coordinates are
calculated in Zone 12N. All maps are presented in the WGS-84 datum.

## 5.1 Total Field Leveling and Magnetic Gradient Processing

The post-survey data processing was performed by Patterson, Grant and
Watson (PGW) of Toronto, Ontario. PGW has been involved in geophysical
data processing internationally for many years. We have used them for
our data processing for more than three years.

The contact at PGW with respect to this data set is Mr. Karl Kwan. He
may be reached at:

Paterson, Grant & Watson Limited\
8th Floor, 85 Richmond Street West\
Toronto, Ontario, M5H 2C9\
CANADA\
\
Telephone: (416) 368-2888\
Fax: (416) 368-2887\
e-mail: <pgw@pgw.on.ca>\
[www.pgw.on.ca](http://www.pgw.on.ca/)

The following are the processing steps documented by PGW.

1.  Trimming of overlapping lines.

2.  Leveling and microleveling of two measured horizontal gradients (not
    required in the contract) Gxn and Gyn. The leveling of measured
    horizontal gradient channels is done using base level shifts
    (pulling up or down) technique, or static correction. After that,
    microleveling was applied. The final horizontal gradient channels
    are named gxn_final and gyn_final. Since the flight line direction
    is EW, gxn is actually the horizontal derivative in Cartesian +Y
    direction, and gyn is the horizontal derivative in Cartesian +X
    direction.

3.  Two horizontal gradient grids were made from final processed
    channels. These two grids were used to compute a pseudo magnetic
    total field (not required in the contract), using griddxdy2tf.gx
    developed by PGW. The calculated total field magnetic grid is called
    sg_ctf.grd.

4.  Tie line leveling of mbc_dc1 channel. Starting off with statistical
    leveling of all tie lines, and then the traverse lines were leveled
    using all intersections. The level corrections were checked at each
    intersection, and no extremes were allowed in. The tie line leveled
    data were stored in mbc_dc1_lev channel.

5.  Microleveling of mbc_dc1_lev channel. The final mag channel is
    mbc_final. A grid was generated from this channel, using the minimum
    curvature algorithm.

6.  Microleveling of differentially corrected GPS heights, stored in
    dgpsz_final, and grid dgpsz_final.grd.

7.  Microleveling of radar altimeter data, stored in ralt_final, and
    grid ralt_final.grd.

8.  Microleveling of digital elevation or pseudo topography, stored in
    topo_final, and grid topo_final.grd.

9.  Calculation if IGRF, and stored in IGRF channel.

10. IGRF removed final total field magnetics, store in mbc_res_final
    channel, and grid mbc_res_final.grd.

## 

## 5.2 Map Presentations

A map with flight path, survey boundary and magnetic contours has been
produced for the Silver Bell block at a scale of 1:50,000. This map has
been plotted on opaque film. The final map and a grid image is shown
below.

![](media/image10.wmf){width="5.680555555555555in"
height="3.998611111111111in"}

**Illustration -- Silver Bell Final Map**

![](media/image11.wmf){width="5.170138888888889in"
height="3.998611111111111in"}

### Illustration -- Silver Bell TMI Image

## 5.3 Multi-parameter Analog Profiles

Selected channels have been presented in analog chart style on
continuous thermal paper. Included in these channels are Total Field
Mag, course and fine scales, corrected GPS, barometric and radar
altitudes as well as the magnetic fourth difference noise for the tail
sensor.

## 5.4 Digital Data Files

Digital data has been provided on CDROM in ASCII XYZ with format and
content as stipulated in the contract. The grids have also been provided
in ASCII GXF format.

In addition to the data formats above, a standard Geosoft Montaj GDB
database and standard GRD grids provided.

The following is a primary channel definition list for the Geosoft GDB
database. Note that additional temporary, work and special system
channels may exist in the database and may be ignored.

BALT BAROMETRIC ALTIMETER

BaseMag1 DIURNAL BASE MAGNETIC FIELD 1, DE-SPIKED, FILTERED

BaseMag1R DIURNAL BASE MAGNETIC FIELD 1, RAW

BaseMag2 DIURNAL BASE MAGNETIC FIELD 2, DE-SPIKED, FILTERED

BaseMag2R DIURNAL BASE MAGNETIC FIELD 2, RAW

BPRESS BAROMETRIC PRESSURE MEASURED IN AIRCRAFT

DGPSZ DIFFERENTIALLY CORRECTED GPS ALTITUDE (MSL)

DiurX1 DIURNAL TOLERANCE EXCEPTION LEVEL

DLat DIFFERENTIALLY CORRECTED GPS LATITUDE

DLon DIFFERENTIALLY CORRECTED GPS LONGITUDE

Fid LINE FIDUCIAL COUNTER

GHoriz TOTAL HORIZONTAL GRADIENT (SUM OF SQUARES)

GPSQ GPS QUALITY INDICATOR

GPSZ0 REAL-TIME GPS ALTITUDE

GPSZCorr POST-CORRECTION APPLIED TO GPS Z

GPSZDiff POST-CORRECTION GPS Z NOISE

GTIME GPS TIME

GXc LATERAL GRADIENT, COMPENSATED

GXc_Lag LATERAL GRADIENT, LAGGED

GXn LATERAL GRADIENT, NORMALIZED

GXu LATERAL GRADIENT, UNCOMPENSATED

GYc LONGITUDINAL GRADIENT, COMPENSATED

GYc_Lag LONGITUDINAL GRADIENT, LAGGED

GYn LONGITUDINAL GRADIENT, NORMALIZED

GYu LONGITUDINAL GRADIENT, UNCOMPENSATED

GZc VERTICAL GRADIENT, COMPENSATED

GZc_Lag VERTICAL GRADIENT, LAGGED

GZ_Lev VERTICAL GRADIENT, LEVELED

GZn VERTICAL GRADIENT, NORMALIZED

GZu VERTICAL GRADIENT, UNCOMPENSATED

LAT0 REAL-TIME GPS LATITUDE

Line LINE NUMBER

LON0 REAL-TIME GPS LONGITUDE

MBc LOWER TAIL MAG, COMPENSATED

MBc_D4 LOWER TAIL MAG, 4TH DIFF NOISE

MBc_DC1 LOWER TAIL MAG, COMPENSATED, DIURNAL CORRECTED

MBc_Lag LOWER TAIL MAG, COMPENSATED, LAGGED

MBc_Lev TIE LINE LEVELED TOTAL FIELD

MBu LOWER TAIL MAG, UNCOMPENSATED

MLc LEFT WING MAG, COMPENSATED

MLc_D4 LEFT WING MAG, 4TH DIFF NOISE

MLu LEFT WING MAG, UNCOMPENSATED

MRc RIGHT WING MAG, COMPENSATED

MRc_D4 RIGHT WING MAG, 4TH DIFF NOISE

Mru RIGHT WING MAG, UNCOMPENSATED

MTc UPPER TAIL MAG, COMPENSATED

MTc_D4 UPPER TAIL MAG, 4TH DIFF NOISE

MTu UPPER TAIL MAG, UNCOMPENSATED

ONLINE IN / OUT GRID LOGICAL FLAG

RadarTopo RADAR ALTIMETER / GPS DERIVED TOPOGRAPHIC ALTITUDE

RALT1A RADAR ALTIMETER NUMBER 1

RAlt1A_Lag RAD ALT 1, LAGGED

RALT2 RADAR ALTIMETER NUMBER 2

RAlt2_Lag RAD ALT 2, LAGGED

RAlt_Err RADAR ALTIMETER 1 DIFFERENCE FROM IDEAL

Velocity AIRCRAFT VELOCITY IN M/S

VLFLQ VLF, LINE QUAD

VLFLQ_Lag VLF, LINE QUAD, LAGGED

VLFLT VLF, LINE TOTAL

VLFLT_Lag VLF, LINE TOTAL, LAGGED

VLFOQ VLF, ORTHO QUAD

VLFOQ_Lag VLF, ORTHO QUAD, LAGGED

VLFOT VLF, ORTHO TOTAL

VLFOT_Lag VLF, ORTHO TOTAL, LAGGED

VMl RMS AADC VECTOR MAG, LONGITUDINAL

VMt RMS AADC VECTOR MAG, TRANSVERSE

VMtf RMS AADC VECTOR MAG, TOTAL FIELD

VMv RMS AADC VECTOR MAG, VERTICAL

X X CHANNEL IN USE

X_27 NAD 27 E

X_84 WGS 84 E

X0 REAL-TIME WGS 84 E

Xtr X CHANNEL TRIMMED TO BLOCK

Y Y CHANNEL IN USE

Y_27 NAD 27 N

Y_84 WGS 84 N

Y0 REAL-TIME WGS 84 N

Ytr Y CHANNEL TRIMMED TO BLOCK

The following channels have been imported to the database as a result of
the PGW processing.

GXn_Final PGW leveled lateral gradient

GYn_Final PGW leveled longitudinal gradient

MBc_DC2_Lev PGW leveled, diurnally corrected total field

MBc_Final Final total field after microleveling

DGPSZ_Final Microleveled GPS altitude

Ralt_Final Microleveled radar altitude

Topo_Final Computed topography DEM

IGRF IGRF field removed

MBc_Res_Final Final total field after IGRF residual removed

The following is a list of channels defined in the ASCII XYZ data file
as produced by USGS contract.

Channel Units Description

Line N/A Line number

Dlon Geographic Post-corrected Longitude, WGS-84 datum

Dlat Geographic Post-corrected Latitude, WGS-84 datum

X_84 meters UTM easting, WGS-84 datum

Y_84 meters UTM northing, WGS-84 datum

X_27 meters UTM easting, NAD-27 datum

Y_27 meters UTM northing, NAD-27 datum

Fiducial N/A Database fiducial counter

Date N/A Date YYYY:MM:DD

Time_HMS N/A Time in HH:MM:SS

RALT1A meters Radar altitude (AGL)

BALT meters Barometric altitude (ASL)

DGPSZ meters GPS altitude (ASL)

BaseMag1 nT Diurnal base measurement

MBc_Lag nT Lagged tail magnetometer

MBc_DC1 nT Diurnally corrected tail magnetometer

mbc_res nT Tail magnetometer with IGRF residual field removed

mbc_res_final nT Microleveled tail magnetometer with IGRF residual field
removed

## 

## 5.5 Flight Path Video

Flight path video for this survey is supplied on VHS tapes, one per
flight. Times, positions, direction and speed are overlain on the tape
for detailed flight path recovery if required.

# 6. DETAILED EQUIPMENT SPECIFICATIONS

Our detailed equipment technical specifications are as follows:

Aircraft

C-GJBA Piper PA-31 Navajo

> 4m composite tail stinger w/ vertical gradiometer
>
> Demonstrated Figure of Merit = 0.9nT
>
> Sensor Separation
>
> Lateral 584\" 14.834m
>
> Longitudinal 384\" 9.754

Aircraft Magnetometers:

Manufacturer: Geometrics

Type and Model Number: Cesium G-822A

Range in nT: 20,000 to 90,000

Sensitivity in nT: 0.005

Sampling Rate: 20Hz

Base Station Magnetometer:

Manufacturer: GEM Systems

Type and Model Number: Overhauser GSM-19W

Range in nT: 20,000 to 120,000

Sensitivity in nT: 0.01

Sampling Rate: 5Hz maximum (0.5Hz typical)

Solar Power Supply: 1 - Solarex MSX50

Real-time Magnetic Compensator:

Manufacturer: RMS Instruments

Type and Model Number: AADCII

Range in nT: 20,000 to 100,000

Resolution in nT: 0.001

Sampling Rate: 20Hz

Digital Acquisition System:

Manufacturer: Goldak Exploration Technology

Type and Model Number: GEDAS

Sampling Rate: 20Hz

Data Format: GEDAS binary

Positioning Cameras:

Manufacturer: Panasonic

Model: GPKR402 HRSV

Lens: WV-LR4R5 4.5mm

FOV at 1000 feet AGL is 1040 x 1300 feet

Barometric Altimeter:

Manufacturer: Setra

Type and Model Number: 270

> Range: -1000 to 10,000 feet

Resolution: 1 meter

Radar Altimeter 1:

Manufacturer Thompson CSF

Type and Model Number: ERT-160

Range: 0-8000 feet

Resolution: 1 meter

Accuracy: 1-2%

Radar Altimeter 2:

Manufacturer Terra

Type and Model Number: TRA300 -- TRI40

Range: 0-2500 feet

Resolution: 1 meter

Accuracy: 5-7%

Positioning System:

Manufacturer: Goldak Exploration Technology Ltd.

Type and Model Number: GEDAS

Displays: 10" color LCD graphical display

Graphic LCD pilot indicator

GPS Subsystem:

GPS Receiver:

> Manufacturer Novatel
>
> Type and Model Number: 3151R Propak
>
> GPS Real Time Differential Receiver:
>
> Manufacturer Racal
>
> Type and Model Number: Landstar

GPS Base Station:

> Manufacturer Novatel
>
> Type and Model Number: 3151R Propak

System Resolution: 1 meter

Overall accuracy: 3 m in real-time, \<1m post-corrected

Computers:

Manufacturer: Compaq

Type and Model Number: Pentium 400, laptop PC

Manufacturer: Toshiba

Type and Model Number: Pentium 200, 100CS laptop PC

Plotters and Printers:

Manufacturer: Canon

Type and Model Number: Bubblejet, BJC10 color page printer

Data backup:

Manufacturer: Iomega

Type and Model Number: 100Mb Zip drive

Manufacturer: Iomega

Type and Model Number: 1.0Gb Jaz drive

Manufacturer: Hewlett Packard

Type and Model Number: Sure Store CD-ROM writer

Software

Manufacturer: Geosoft

Function: Geophysical data processing

Type and Model Number: Oasis Montaj

Manufacturer: Waypoint Consulting

Function: GPS post-processing

Type and Model Number: GrafNav

> Manufacturer: Geomatics Canada

Function: GPS post-processing

Type and Model Number: GPSPace

![](media/image12.jpeg){width="5.197222222222222in"
height="4.001388888888889in"}

# 

### Illustration -- Survey Aircraft 3-View

# 

# 

#  

# 7. STATEMENT OF QUALIFICATIONS

Ben Goldak

I reside at 25 Duncan Crescent in Saskatoon, Saskatchewan.

I hold a B.Sc. Adv. in Computer Science from the University of
Saskatchewan.

I have been active in the field of geophysics since 1980.

I have examined the data referred to in this report and find it to be of
suitable quality for purposes of geological interpretation.

I am President of Goldak Exploration Technology Ltd.

Ben Goldak April 24, 2002

#  

# Appendix 1 -- Weekly Progress Reports

![](media/image13.png){width="5.999305555555556in"
height="8.178472222222222in"}

![](media/image14.png){width="5.995138888888889in"
height="8.394444444444444in"}

# Appendix 2 -- Flight Logs

![](media/image15.png){width="5.997916666666667in"
height="7.897222222222222in"}

![](media/image16.png){width="5.997916666666667in"
height="8.01388888888889in"}

![](media/image17.png){width="5.998611111111111in"
height="8.315972222222221in"}

![](media/image18.png){width="5.998611111111111in"
height="8.07638888888889in"}

![](media/image19.png){width="5.886805555555555in" height="8.99375in"}

![](media/image20.png){width="5.793055555555555in"
height="8.999305555555555in"}

![](media/image21.png){width="5.56875in" height="8.990277777777777in"}

![](media/image22.png){width="5.988888888888889in"
height="8.989583333333334in"}

![](media/image23.png){width="5.743055555555555in"
height="8.998611111111112in"}

![](media/image24.png){width="5.997916666666667in"
height="7.721527777777778in"}

![](media/image25.png){width="5.810416666666667in"
height="8.994444444444444in"}

![](media/image26.png){width="5.726388888888889in"
height="8.994444444444444in"}

![](media/image27.png){width="5.9944444444444445in"
height="7.465972222222222in"}