GM 44523 REPORT ON COMBINED HELICOPTER-BORNE, MAGNETIC AND ELECTROMAGNETIC SURVEY REPORT ON COMBINED HELICOPTER-BORNE MAGNETIC AND ELECTROMAGNETIC SURVEY CARHEIL TOWNSHIP QUEBEC

IYlinistère de l'Erergte et dos CûSvurns Service de la Géoinformation 2 6 MAI 1987 ~ Date I No G.M: 44523

for COULSON EXPLORATION INC. by AERODAT LIMITED February, 1987 TABLE OF CONTENTS Page No. 1.INTRODUCTION 1-1 2.SURVEY AREA LOCATION 2-1 3.AIRCRAFT AND EQUIPMENT 3.1 Aircraft 3-1 3.2 Equipment 3-1 3.2.1 Electromagnetic System 3-1 3.2.2 VLF-EM System 3-1 3.2.3 Magnetometer 3-2 3.2.4 Magnetic Base Station 3-2 3.2.5 Radar Altimeter 3-2 3.2.6 Tracking Camera 3-3 3.2.7 Analog Recorder 3-3 3.2.8 Digital Recorder 3-4 3.2.9 Radar Positioning System 3-4 4.DATA PRESENTATION 4.1 Base Map and Flight Path 4-1 4.2 Airborne Electromagnetic Survey Interpretation 4-1 4.3 Electromagnetic Profiles 4-1 4.4 Total Field Magnetic Contours 4-3 4.5 Vertical Gradient Magnetic Contours 4-5 4.6 VLF-EM Total Field Contours 4-5 5.INTERPRETATION & RECOMMENDATIONS 5-1

APPENDIX I - General Interpretive Considerations APPENDIX II - Anomaly List LIST OF MAPS

(Scale: 1:10,000)

Maps 1. Electromagnetic Interpretation with Flight Lines and Anomalies.

2. Electromagnetic Survey Profiles for 935 Hz coaxial system.

3. Total Field Magnetic Contours at 2 nT intervals.

4. Vertical Magnetic Gradient Contours at 0.1 nT/m intervals.

5. VLF-EM Total Field Contours at 1% intervals.

A copy of the base map with flight lines has been included as a part of this report. 1 - 1 1. INTRODUCTION

This report describes an airborne geophysical survey carried out by Aerodat Limited. Equipment operated included a three-frequency electromagnetic system, a cesium high sensitivity magnetometer, a two frequency VLF-EM system, a tracking camera, an altimeter and a radar positioning system. Electromagnetic, magnetic and altimeter data were recorded both in digital and analog form. Positioning data were stored in digital form and on film as well as being recorded manually by the operator in flight.

The survey data presented in this report represent a portion of a larger data set currently being acquired by Aerodat Limited. The data presented was flown between June 7 and July 20, 1986, with flight lines oriented at an Azimuth of 000 degrees and a spacing of 100 metres.

A total of 430 kilometres of data has been compiled and presented in map form as part of this report on behalf of Coulson Exploration Inc. 2 - 1 2. SURVEY AREA LOCATION

The survey area is depicted on the index map shown below.

80•00' 79•00' 78-00'

Manlnel Marlpn~ ta Jeremre Cameo! Direst Kilmer e 50•00'

O w MaSil• La Penrrc LaeOunrer Gaedel Fovea Salmon Grasset C © calte 4.1 H 7 O O Entanan Car Brfumaa Bescneter Baost Ste. Helene La Daniel tst° rce w' Gaucnetree MaraGaMI

P.tcser Armond Pwieaue Brvdhlrs MOnlqollrer Atopn, 0esmatwes Cavelier Gannet

Casa NOsewortnY BraOelle Bre:de Eitrees Estrades Vasennes Jautel 00inf Verte Noyon Benrdr 49.30'

Hwtuarse Caus Lsberge Lawem 3 - 1 3. AIRCRAFT AND EQUIPMENT

3.1 Aircraft The helicopter used for the survey was an Aerospatiale A-Star 350B owned and operated by Maple Leaf Helicopters Limited (C- RGJ) . Installation of the geophysical and ancillary equipment was carried out by Aerodat. The survey aircraft was flown at a mean terrain clearance of 60 metres.

3.2 Equipment 3.2.1 Electromagnetic System The electromagnetic system was an Aerodat 3-frequency system. Two vertical coaxial coil pairs were operated at 935 and 4600 Hz and a horizontal coplanar coil pair at 4175 Hz. The transmitter-receiver separation was 7 metres. Inphase and quadrature signals were measured simultaneously for the 3 frequencies with a time constant of 0.1 seconds. The electromagnetic bird was towed 30 metres below the helicopter.

3.2.2 VLF-EM System The VLF-EM system was a Herz Totem 2A. This instrument measures the total field and quadrature components of the selected frequencies. The sensor was 3 - 2 towed in a bird 10 metres below the helicopter. The transmitting stations used were NAA (Cutler, Maine,

24.0 kHz) for the line channels and NSS (Annapolis, Maryland, 21.4 kHz) for the ortho channels.

3.2.3 Magnetometer The instrument used was an Aerodat/Scintrex cesium high sensitivity magnetometer. The sensitivity of the in- strument was 0.02 nt at a 0.1 second sampling rate. The sensor was towed in a bird 17 metres below the helicopter.

3.2.4 Magnetic Base Station An IFG proton precession magnetometer was operated at the base of operations to record diurnal varia- tions of the earth's magnetic field.

The clock of the base station was synchronized with that of the airborne system to facilitate later correlation.

3.2.5 Radar Altimeter A Hoffman HRA-100 radar altimeter was used to record terrain clearance. The output from the instrument is a linear function of altitude for maximum accuracy. 3 - 3

3.2.6 Tracking Camera

A Geocam tracking camera was used to record flight path

on 35mm film. The camera was operated in manually

selected frame mode and the fiducial numbers for cross-

reference to the analog and digital data were imprinted

on the margin of the film.

3.2.7 Analog Recorder

An RMS dot-matrix recorder was used to display the

data during the survey. In addition to manual and

time fiducials, the following data was recorded:

Channel Input Scale

ALT Altimeter (400 ft. at top 10 ft./mm

of chart).

CX11 Low Frequency Inphase 2 ppm/mm

CXQ1 Low Frequency Quadrature 2 ppm/mm

CXI3 High Frequency Inphase 2 ppm/mm

CXQ3 High Frequency Quadrature 2 ppm/mm

CPI2 Mid Frequency Inphase 4 ppm/mm

CPQ2 Mid Frequency Quadrature 4 ppm/mm

VLT VLF-EM Line Total Field 2.5 %/mm

VLQ VLF-EM Line Quadrature 2.5 %/mm 3 - 4

Channel Input Scale VOT VLF-EM Ortho Total Field 2.5 %/mm VOQ VLF-EM Ortho Quadrature 2.5 %/mm MAG Magnetometer 4.0 nT/mm MAGN Magnetometer Noise .025 nT/mm

3.2.8 Digital Recorder An IFG DATA IIC data system recorded the survey on magnetic tape. Information recorded was as follows:

Equipment Interval EM 0.1 seconds VLF-EM 0.5 seconds Magnetometer 0.1 seconds Altimeter 0.5 seconds Syledis SR3 1.0 seconds

3.2.9 Radar Positioning System A Syledis SR3 UHF radio positioning system was used for navigation and track recovery. A network of antennae provided the pilot/operator with constant navigation information, with a positional accuracy of + 5 metres. 4 - 1

4. DATA PRESENTATION

4.1 Base Map

A base at a scale of 1:10,000 was prepared by enlargement of a

Government of Canada 1:50,000 topographic map.

The flight path was derived from the Syledis SR3 radio

positioning system. It is estimated that the flight path is

generally accurate to about 5 metres with respect to the

topographic detail of the base map. The flight path has been

presented on the base, with fiducials for cross-reference to

both the analog and digital data.

4.2 Airborne Electromagnetic Survey Interpretation

An interpretation map was prepared showing flight lines,

fiducials and peak locations of anomalies

4.3 Electromagnetic Profiles

The electromagnetic data was recorded digitally at a sample

rate of 10 per second with a time constant of 0.1 seconds. A

two stage digital filtering process was carried out to

reject major sferic events, and to reduce system noise.

Local sferic activity can produce sharp, large amplitude

events that cannot be removed by conventional filtering 4 - 2

procedures. Smoothing or stacking would reduce their amplitude but would leave a broader residual response that could be confused with a geological phenomenon. To avoid this possibility, a computer algorithm searched out and rejected the major sferic events.

The signal-to-noise ratio was further enhanced by the ap- plication of a low pass digital filter, designed to reduce low amplitude noise. The filter was limited to altering the coaxial data by a maximum of 1 ppm, and the coplanar data by a maximum of 3 ppm.

Following the filtering processes, a base level correction was made. The correction applied was a linear function of time that ensured that the corrected amplitude of the various inphase and quadrature components was zero when no conductive or permeable source was present.

The 935 Hz coaxial information has been presented in profile form along with electromagnetic anomalies and flight path.

4.4 Total Field Magnetic Contours

The aeromagnetic data were corrected for diurnal variations by subtraction of the digitally recorded base station mag- netic profile. 4 - 3 The corrected profile data were interpolated onto a regular grid at a 25m true scale interval using a cubic spline technique. The grid provided the basis for threading the presented contours at a 2 nT interval.

The aeromagnetic data were presented with electromagnetic anomalies and flight path.

4.5 Vertical Gradient Magnetic Contours The vertical magnetic gradient was calculated from the gridded total field magnetic data. Contoured at a 0.1 nT/m interval, the gradient data were presented with the flight path and electromagnetic anomaly information.

4.6 VLF-EM Total Field Contours The VLF-Em signal from NAA (Cutler, Maine) was compiled in map form. The mean response level of the total field signal was removed and the data were gridded and contoured at an interval of 1%.

The VLF-EM total field data have been presented with flight path and electromagnetic anomaly information. 5 - 1 5. INTERPRETATION AND RECOMMENDATIONS

Electromagnetic anomalies have been identified based on a number of criteria which are discussed in Appendix I. An important feature of anomaly interpretation is the response profile shape. Several properties of the source can be determined from this information using characteristic curves for Aerodat's coaxial/coplanar coil configuration. Anomalies that exhibit profile shapes characteristic of a thin steeply dipping conductive body are generally considered to be of bedrock origin, while those with profile shapes characteristic of a thin flat-lying body are often attributed to a conductive overburden source.

Apparent conductances have been calculated from the 935 Hz coaxial response based on a vertical half-plane model. These values can be misleadingly low due to the effects of the conductive overburden on the bedrock response, however, they are listed in Appendix II.

Six categories of electromagnetic anomalies have been chosen and are numbered from 1 to 6. The first two contain interpreted bedrock conductors, with the former exhibiting the most well-defined bedrock style responses. If a conductive body is also magnetic, it may yield a negative electromagnetic inphase response depending on its magnetic permeability. Interpreted bedrock conductors with this magnetic 5 - 2

association have been selected based on the quadrature response only and are in category three.

Category four contains possible bedrock conductors, that is, those responses not definitive enough to be interpreted as bedrock. The fifth category is for "edge-effect" anomalies, those resulting from apparent conductivity contrasts in the overburden. Category six represents anomalous responses suspected to be caused by cultural phenomenon. Should there be no evident cultural source, however, then these anomalies should be upgraded to one of the five categories.

when the exploration target is gold formations, the emphasis for conductor identification is placed on the conductor's probability of being of bedrock as opposed to overburden origin. The conductor's estimated conductance is not a stressed factor. Although gold itself is highly conductive, it cannot be expected to exist in sufficiently large and well connected quantity to yield a direct airborne electromagnetic response. However, accessory mineralization such as sulphide or graphite may produce a good conductance value as an indirect indication. Gold might be located within a fault, shear 5 - 3 zone or contact that may produce a significant response due to contained clay or conductive fluids.

The high conductivity and extensive cover of the overburden tends to result in a flat VLF-EM response over much of the survey area. However, conductive trends that are evident on the map may be indicative of structural features.

The high sensitivity magnetic data allow for the presentation of a well-resolved total field magnetic contour map.

The calculated vertical gradient contours further delineate the shorter wavelength anomalies, presenting a more detailed picture of complex zones.

Numerous electromagnetic conductors have been interpreted in the survey area. On the basis of the geophysical results alone, many of these have been interpreted to be of bedrock origin. However, 5 - 4 a more detailed evaluation of the significance of the data presented should be performed by those most familiar with the local geology and with access to additional geological and geophysical information.

Respectfully submitted, AERODAT LIMI

February, 1987 Glenn A. Boustead, B.A.Sc. 8799.C24 APPENDIX II

ANOMALY LIST PAGE 1 EM ANOMALIES -- CARHEIL TOWNSHIP -- J8699C24 CONDUCTOR BIRD AMPLITUDE (PPM) CTP DEPTH HEIGHT FLIGHT LINE ANOMALY CATEGORY INPHASE QUAD. MHOS MTRS MTRS

12 1340 X 5 0 0.6 11.5 0.0 0 31 12 1340 Y 5 0 0.7 16.8 0.0 0 29 12 1350 U - 4 0 2.6 16.2 0.1 0 32 12 1350 V - 4 0 2.5 17.2 0.1 0 30 12 1350 W - 5 0 0.9 11.0 0.0 0 30 12 1360 Z 5 0 0.6 11.3 0.0 0 29 12 1370 T 5 0 1.4 11.8 0.0 0 32 13 1381 P 5 0 0.5 6.8 0.0 0 30 13 1381 Q 5 0 0.6 7.5 0.0 0 36 13 1381 R 4 0 2.6 17.0 0.1 0 30 14 1393 S - 2 0 1.7 13.6 0.0 0 28 14 1393 T - 5 0 0.6 10.0 0.0 0 28 14 1393 U - 5 0 0.0 6.8 0.0 0 31 14 1393 V - 5 0 1.1 7.4 0.0 0 39 14 1393 W - 5 0 0.9 7.8 0.0 0 32 14 1393 X - 5 0 0.3 8.9 0.0 0 36 14 1393 Y - 5 0 1.5 13.0 0.0 0 35 14 1393 Z - 4 0 1.7 15.5 0.0 0 32 14 1393 AA - 4 0 0.9 18.0 0.0 0 29 14 1401 X 4 0 1.7 19.5 0.0 0 25 14 1401 Y 5 0 1.8 11.3 0.1 0 36 14 1403 A 5 0 0.9 9.4 0.0 0 31 14 1403 B 2 0 1.3 8.9 0.0 0 35 15 1413 K 2 0 0.0 7.7 0.0 0 31 15 1413 M 5 0 0.0 8.2 0.0 0 29 15 1414 A 5 0 -0.2 5.7 0.0 0 30 15 1414 B 5 0 0.7 11.8 0.0 0 30 17 1425 Y 5 0 1.1 12.3 0.0 0 31 17 1425 Z 5 0 2.2 12.5 0.1 0 36 17 1425 AA 5 0 1.5 9.3 0.1 0 36 17 1425 AB 4 0 0.2 4.5 0.0 0 35 17 1425 AC - 5 0 0.6 4.2 0.0 0 49 17 1425 AD - 5 0 0.3 5.6 0.0 0 32 17 1425 AE - 4 0 0.4 4.3 0.0 0 38

Estimated depth may be unreliable because the stronger part of the conductor may be deeper or to one side of the flight line, or because of a shallow dip or overburden effects. PAGE 2 EM ANOMALIES -- CARHEIL TOWNSHIP -- J8699C24 CONDUCTOR BIRD AMPLITUDE (PPM) CTP DEPTH HEIGHT FLIGHT LINE ANOMALY CATEGORY INPHASE QUAD. MHOS MTRS MTRS

16 1431 AH - 5 0 0.8 5.6 0.0 0 38 16 1431 AJ - 5 0 0.9 6.0 0.0 0 40 16 1431 AK - 4 0 0.1 3.0 0.0 0 29 16 1431 AM - 4 0 0.3 4.5 0.0 0 38 16 1431 AN - 5 0 1.1 10.4 0.0 0 32 16 1431 AO - 5 0 1.5 11.5 0.0 0 34 16 1431 AP - 4 0 1.9 16.5 0.0 0 30 16 1431 AQ - 4 0 1.4 14.8 0.0 0 27 16 1431 AR - 5 0 -0.2 13.2 0.0 0 31 16 1442 E 5 0 -0.9 17.5 0.0 0 27 16 1442 F - 4 0 -0.2 16.4 0.0 0 27 16 1442 G - 5 0 0.3 13.4 0.0 0 32 16 1442 H - 5 0 -0.5 9.5 0.0 0 33 16 1442 J 4 0 -0.5 6.2 0.0 0 35 16 1442 K 5 0 0.0 8.1 0.0 0 34 17 1450 AE 5 0 0.0 8.8 0.0 0 36 17 1450 AF 4 0 0.2 5.7 0.0 0 38 17 1450 AG 5 0 0.5 7.7 0.0 0 38 17 1460 AB - 5 0 2.5 18.0 0.1 0 30 17 1460 AC - 4 0 -0.1 6.7 0.0 0 30 17 1460 AD - 5 0 0.9 9.7 0.0 0 38 17 1460 AE - 5 0 0.1 7.0 0.0 0 35 17 1460 AF - 4 0 0.0 3.4 0.0 0 43 17 1470 AH - 4 0 0.9 4.2 0.1 0 37 17 1470 AJ - 5 0 1.0 11.1 0.0 0 29 17 1470 AK - 5 0 1.3 9.9 0.0 0 36 17 1470 AM - 4 0 0.7 6.6 0.0 0 32 17 1470 AN - 5 0 1.3 9.5 0.0 0 34 17 1470 AO - 4 0 1.2 11.1 0.0 0 35 17 1470 AP - 5 0 2.4 13.5 0.1 0 34 18 1482 E - 4 0 0.5 4.1 0.0 0 38 18 1482 F - 5 0 0.7 8.3 0.0 0 29 18 1482 G - 5 0 1.1 11.9 0.0 0 32 18 1482 H - 4 0 0.5 7.9 0.0 0 28 18 1482 J - 4 0 1.4 12.3 0.0 0 31 _ 18 1493 K - 4 0 0.4 13.4 0.0 0 25 18 1493 M - 5 0 2.7 17.7 0.1 0 29 18 1493 N - 5 0 0.6 6.6 0.0 0 35

Estimated depth may be unreliable because the stronger part of the conductor may be deeper or to one side of the flight line, or because of a shallow dip or overburden effects. PAGE 3 EM ANOMALIES -- CARHEIL TOWNSHIP -- J8699C24 CONDUCTOR BIRD AMPLITUDE (PPM) CTP DEPTH HEIGHT FLIGHT LINE ANOMALY CATEGORY INPHASE QUAD. MHOS MTRS MTRS

18 1493 0 - 4 0 0.3 6.2 0.0 0 32 18 1493 P - 5 0 0.9 9.6 0.0 0 33 18 1493 Q - 5 0 0.1 5.3 0.0 0 32 19 1500 AH - 5 0 0.2 9.5 0.0 0 36 19 1500 AJ - 5 0 0.1 8.0 0.0 0 39 19 1514 H - 5 0 1.5 6.7 0.1 0 31 19 1514 J - 5 0 2.2 5.5 0.6 1 36 19 1514 K - 5 0 2.5 5.5 0.8 0 39 19 1514 M - 5 0 2.3 9.6 0.2 0 31 21 1520 AJ - 5 0 0.4 6.9 0.0 0 32 21 1530 X - 5 0 1.7 12.3 0.0 0 33 21 1530 Y - 5 0 0.5 8.2 0.0 0 35 21 1530 Z - 5 0 0.2 6.5 0.0 0 31 21 1530 AA 5 0 0.5 7.1 0.0 0 33 22 1541 AK - 5 0 0.0 10.5 0.0 0 27 22 1541 AM - 5 0 -0.1 12.2 0.0 0 27 - 22 1541 AN - 5 0 0.0 10.5 0.0 0 35 22 1541 AO - 5 0 0.9 14.3 0.0 0 33 22 1541 AP - 4 0 0.5 9.4 0.0 0 33 22 1550 AD - 4 0 0.9 14.6 0.0 0 26 22 1550 AE - 4 0 0.4 12.7 0.0 0 29 22 1550 AF - 5 0 2.7 22.7 0.1 0 24 22 1550 AG - 5 0 1.0 11.8 0.0 0 28 22 1550 AH - 5 0 1.4 12.3 0.0 0 32 22 1550 AJ 5 0 0.4 6.1 0.0 0 33 22 1562 AH - 5 0 0.0 6.4 0.0 0 38 22 1562 AJ - 5 0 0.8 9.4 0.0 0 39 22 1562 AK - 4 0 -0.9 11.0 0.0 0 30 22 1562 AM 4 0 -0.1 10.2 0.0 0 30 22 1570 AD - 4 0 1.2 9.5 0.0 0 31 22 1570 AE - 4 0 1.2 8.5 0.0 0 37 22 1570 AF - 5 0 1.5 10.2 0.0 0 32 22 1570 AG - 5 0 2.3 22.0 0.0 0 25 22 1570 AH - 5 0 1.3 11.7 0.0 0 29 22 1570 AJ - 5 0 1.0 10.9 0.0 0 28 22 1570 AK - 4 0 1.0 6.9 0.0 0 33 23 1581 AH - 4 0 0.5 7.9 0.0 0 30

Estimated depth may be unreliable because the stronger part of the conductor may be deeper or to one side of the flight line, or because of a shallow dip or overburden effects. PAGE 4 EM ANOMALIES CARHEIL TOWNSHIP -- J8699C24 CONDUCTOR BIRD AMPLITUDE (PPM) CTP DEPTH HEIGHT FLIGHT LINE ANOMALY CATEGORY INPHASE QUAD. MHOS MTRS MTRS

23 1581 AJ - 5 0 0.4 7.9 0.0 0 38 23 1581 AK - 5 0 1.1 12.6 0.0 0 33 23 1581 AM - 4 0 1.1 8.9 0.0 0 37 23 1592 AS 4 0 0.6 13.0 0.0 0 32 23 1592 AT 5 0 1.7 13.9 0.0 0 32 23 1592 AU - 5 0 0.5 13.0 0.0 0 34 23 1592 AV - 5 0 0.6 7.9 0.0 0 42 23 1592 AW - 5 0 0.8 9.1 0.0 0 35 23 1592 AX - 4 0 0.4 9.8 0.0 0 29 23 1600 AD 5 0 1.9 8.4 0.2 0 37 23 1600 AE 5 0 1.7 9.5 0.1 0 30 23 1600 AF 5 0 2.2 12.6 0.1 0 31 23 1600 AG 5 0 3.1 12.4 0.3 0 36 23 1611 N 5 0 2.2 8.8 0.3 0 37 23 1611 0 5 0 2.4 11.9 0.2 0 30 23 1611 P 5 0 1.2 8.6 0.0 0 31 24 1620 AU - 5 0 0.7 6.9 0.0 0 37 24 1620 AV - 5 0 1.5 12.3 0.0 0 32 24 1620 AW - 5 0 0.9 6.8 0.0 0 41 24 1620 AX 4 0 0.2 12.4 0.0 0 28 24 1630 AG - 5 0 1.4 7.7 0.1 0 31 24 1630 AH - 5 0 1.2 9.1 0.0 0 26 24 1630 AJ - 5 0 2.0 16.8 0.0 0 26 24 1630 AK 5 0 1.3 8.3 0.0 0 30 24 1630 AM - 5 0 1.2 6.8 0.1 0 30 24 1630 AN - 4 0 1.0 7.4 0.0 0 26 24 1630 AO - 1 5 24.7 12.8 16.6 0 25 24 1630 AP - 1 2 6.7 9.0 2.8 0 26 24 1630 AQ 1 1 7.3 15.5 1.5 0 25 25 1640 AA - 1 0 3.9 12.7 0.5 0 36 25 1640 AB - 5 0 0.7 6.5 0.0 0 35 25 1640 AC - 5 0 0.7 9.0 0.0 0 34 25 1640 AD 5 0 0.5 9.1 0.0 0 35 25 1640 AE 5 0 0.5 8.3 0.0 0 34 _ 25 1650 AH - 5 0 0.6 8.7 0.0 0 35 25 1650 AJ - 5 0 1.3 14.5 0.0 0 30 25 1650 AK - 5 0 1.1 8.8 0.0 0 39 25 1650 AM 5 0 0.4 7.8 0.0 0 33

Estimated depth may be unreliable because the stronger part of the conductor may be deeper or to one side of the flight line, or because of a shallow dip or overburden effects. PAGE 5 EM ANOMALIES CARHEIL TOWNSHIP -- J8699C24 CONDUCTOR BIRD AMPLITUDE (PPM) CTP DEPTH HEIGHT FLIGHT LINE ANOMALY CATEGORY INPHASE QUAD. MHOS MTRS MTRS

25 1650 AN 4 0 3.0 14.9 0.2 0 34 25 1660 W - 4 0 1.4 12.6 0.0 0 35 25 1660 X - 5 0 0.1 12.0 0.0 0 31 25 1660 Y - 5 0 0.9 14.7 0.0 0 30 25 1660 Z - 5 0 0.6 14.2 0.0 0 29 25 1660 AA 5 0 0.1 9.8 0.0 0 33 25 1660 AB 5 0 0.9 11.8 0.0 0 32 25 1670 z - 5 0 1.5 12.0 0.0 0 30 25 1670 AA - 5 0 1.0 11.7 0.0 0 29 25 1670 AB - 5 0 0.9 8.4 0.0 0 30 26 1680 Q - 5 0 0.0 8.9 0.0 0 35 26 1680 R - 5 0 0.7 11.5 0.0 0 34 26 1680 S - 5 0 0.6 9.5 0.0 0 37 26 1713 R 4 0 -1.2 12.3 0.0 0 24 27 1720 Y 5 0 -0.4 14.1 0.0 0 24 27 1733 AK 4 0 0.4 10.1 0.0 0 28 27 1733 AM 4 0 0.3 9.9 0.0 0 26 27 1741 F 4 0 0.2 11.3 0.0 0 26 28 1754 M 4 0 0.2 6.4 0.0 0 35 28 1762 H 4 0 0.3 8.9 0.0 0 34 30 1771 AG - 5 0 1.7 16.0 0.0 0 30 30 1771 AH - 5 0 0.1 14.6 0.0 0 26 30 1771 AJ - 2 0 0.4 12.6 0.0 0 28 _ 30 1784 S 2 0 1.3 9.6 0.0 0 34 31 1790 R 2 0 1.2 10.3 0.0 0 35 31 1802 AJ 4 0 2.0 13.5 0.1 0 32 31 1802 AK 5 0 0.8 9.9 0.0 0 34 31 1810 R 5 0 1.1 9.1 0.0 0 37 31 1810 S 2 0 2.4 15.6 0.1 0 29 31 1820 AC 4 0 1.2 13.0 0.0 0 34

Estimated depth may be unreliable because the stronger part of the conductor may be deeper or to one side of the flight line, or because of a shallow dip or overburden effects. PAGE 6 EM ANOMALIES -- CARHEIL TOWNSHIP -- J8699C24 CONDUCTOR BIRD AMPLITUDE (PPM) CTP DEPTH HEIGHT FLIGHT LINE ANOMALY CATEGORY INPHASE QUAD. MHOS MTRS MTRS

32 1830 X 4 0 2.3 16.5 0.1 0 30 32 1840 AG 3 0 2.9 12.4 0.3 0 36 32 1850 AA 5 0 2.2 20.9 0.0 0 27 32 1850 AB 2 0 2.1 18.5 0.0 0 29 32 1860 AC 2 0 2.1 16.1 0.1 0 32 32 1860 AD 5 0 1.3 15.1 0.0 0 33 34 1890 W 2 0 1.2 14.3 0.0 0 30 34 1904 W 4 0 0.5 6.9 0.0 0 33 34 1904 X 3 0 1.7 11.7 0.1 0 31 34 1904 Y 2 0 1.3 7.8 0.1 0 36 34 1904 Z 4 0 0.3 5.9 0.0 0 32 35 1910 AH - 4 0 0.1 8.7 0.0 0 27 35 1910 AJ - 2 0 1.1 13.2 0.0 0 30 35 1910 AK - 4 0 1.8 17.0 0.0 0 28 35 1910 AM - 4 0 1.5 15.0 0.0 0 31 35 1910 AN - 3 0 1.5 12.1 0.0 0 35 35 1910 AO - 4 0 0.2 10.2 0.0 0 33 35 1910 AP - 4 0 0.1 9.6 0.0 0 34 35 1921 P - 2 0 1.4 12.4 0.0 0 28 35 1921 Q - 4 0 1.8 18.0 0.0 0 22 35 1921 R - 1 1 8.9 26.2 1.0 0 23 35 1921 S - 2 0 5.7 26.7 0.4 0 24 35 1921 T - 5 0 2.1 12.3 0.1 0 30 35 1921 U - 5 0 1.5 5.7 0.2 2 31 36 1930 V 4 0 2.7 13.5 0.2 0 31 36 1930 W 4 0 2.4 15.7 0.1 0 27 36 1950 AA 2 0 3.2 14.6 0.3 0 30 36 1961 N 2 0 2.7 12.1 0.2 0 35 37 1970 U 1 0 4.6 17.1 0.5 0 32 37 1983 Q 1 2 11.6 21.1 2.3 0 30 37 1990 U 1 2 13.3 26.9 2.1 0 29

Estimated depth may be unreliable because the stronger part of the conductor may be deeper or to one side of the flight line, or because of a shallow dip or overburden effects. PAGE 7 EM ANOMALIES -- CARHEIL TOWNSHIP -- J8699C24 CONDUCTOR BIRD AMPLITUDE (PPM) CTP DEPTH HEIGHT FLIGHT LINE ANOMALY CATEGORY INPHASE QUAD. MHOS MTRS MTRS

37 1990 V 5 0 2.1 17.9 0.0 0 27 37 1990 W 5 0 1.9 13.3 0.1 0 33 37 2000 0 5 0 1.0 21.5 0.0 0 23 37 2000 P 5 0 1.0 17.1 0.0 0 26 37 2000 Q 2 0 4.0 22.0 0.2 0 26 38 2010 W 2 0 3.4 14.0 0.3 0 34 38 2010 X 5 0 2.5 14.4 0.1 0 29 38 2020 P - 5 0 0.9 11.5 0.0 0 35 38 2020 Q - 5 0 1.7 12.3 0.0 0 36 38 2020 R - 5 0 1.4 15.8 0.0 0 31 38 2030 S - 5 0 0.4 11.2 0.0 0 33 38 2030 T - 5 0 1.5 14.7 0.0 0 32 38 2030 U - 5 0 1.4 14.4 0.0 0 33 38 2030 V - 5 0 0.4 10.8 0.0 0 33 38 2040 S 5 0 1.5 11.7 0.0 0 32 38 2040 T 5 0 1.7 16.6 0.0 0 26 38 2040 U 5 0 1.5 16.4 0.0 0 29 38 2040 V 5 0 -0.3 11.0 0.0 0 29 104 2052 N - 4 0 3.3 11.7 0.4 0 35 104 2052 0 - 5 0 1.8 8.7 0.1 0 36 104 2052 P - 5 0 1.1 10.6 0.0 0 35 104 2052 Q - 5 0 -0.1 8.6 0.0 0 32 39 2061 T 4 0 3.0 15.0 0.2 0 32 39 2061 U 4 0 2.0 16.7 0.0 0 30 39 2061 V - 5 0 2.5 19.1 0.1 0 26 39 2061 W - 5 0 1.1 14.8 0.0 0 28 39 2061 X - 5 0 0.2 11.8 0.0 0 32 39 2070 U - 5 0 0.1 7.5 0.0 0 35 39 2070 V - 5 0 1.0 13.5 0.0 0 26 39 2070 W - 5 0 1.8 14.1 0.0 0 31 39 2070 X - 4 0 1.3 9.5 0.0 0 38 39 2070 Y 1 0 3.5 12.4 0.4 0 34 39 2080 Q 1 0 6.4 18.4 0.9 0 27 39 2080 R 4 0 1.7 14.3 0.0 0 30 39 2080 S 5 0 2.3 14.7 0.1 0 33 39 2080 T 5 0 1.7 12.2 0.0 0 32

Estimated depth may be unreliable because the stronger part of the conductor may be deeper or to one side of the flight line, or because of a shallow dip or overburden effects. PAGE 8 EM ANOMALIES CARHEIL TOWNSHIP -- J8699C24 CONDUCTOR BIRD AMPLITUDE (PPM) CTP DEPTH HEIGHT FLIGHT LINE ANOMALY CATEGORY INPHASE QUAD. MHOS MTRS MTRS

39 2080 U 5 0 1.2 9.4 0.0 0 37 40 2090 V 5 0 0.8 8.6 0.0 0 34 40 2090 W 5 0 1.5 10.4 0.0 0 32 40 2090 X 5 0 2.5 14.1 0.1 0 30 40 2090 Y - 4 0 1.8 12.3 0.1 0 31 40 2090 Z - 4 0 1.8 11.0 0.1 0 32 40 2090 AA - 1 1 4.9 11.5 1.0 0 33 40 2100 V 1 0 3.3 9.9 0.6 0 34 40 2100 W 4 0 1.1 12.8 0.0 0 30 40 2100 X 4 0 0.9 11.2 0.0 0 28 40 2100 Y 5 0 1.0 11.4 0.0 0 29 40 2100 Z 5 0 1.0 8.1 0.0 0 34 40 2110 V 5 0 1.2 10.0 0.0 0 30 40 2110 W 1 1 6.0 11.3 1.6 0 34

Estimated depth may be unreliable because the stronger part of the conductor may be deeper or to one side of the flight line, or because of a shallow dip or overburden effects.