A GoJet Airlines Bombardier CL-600-2C11 (N533GJ/GJS4505) from Montreal/Pierre-Elliott-Trudeau, QC (CYUL) to Washington/Dulles, VA (KIAD) was instructed to climb to FL230 on initial contact. GJS4505 was observed level at 5,000 ft and seemed to be flying what appeared to be a heading of 230. Air traffic services (ATS) gave new clearance to GJS4505 to fly to FL230. Impact: GJS4505 did not respect noise abatement procedures and turned instead of climbing; no separation impact.

The tower misidentified a Waterloo-Wellington Flying Club Cessna 152 (C-GZKT) from Kitchener/Waterloo, ON (CYKF) to Kitchener/Waterloo, ON (CYKF) holding short on Taxiway Alpha, and gave them a take-off clearance, with the intended aircraft, a Waterloo-Wellington Cessna 172S (C-FRAR) from Kitchener/Waterloo, ON (CYKF) to Kitchener/Waterloo, ON (CYKF), lined up on the threshold of Runway 26.

Ground controller cleared a tow (BLU342) to the Air Canada (ACA) hangar via Taxiway A. A WestJet Boeing 737-700 (WJA731) from Toronto/Lester B. Pearson, ON (CYYZ) to Vancouver, BC (CYVR) contacted North Ground while exiting the apron via Taxiway AJ. Ground controller cleared WJA731 to the central de-icing facility (CDF) bay via Taxiway S while a JetBlue Airways aircraft (BLU342) was continuing northbound on Taxiway A. WJA731 asked ground controller about the tow and gave way to the tow before proceeding to the CDF bay.

Aviation Incident Report #17481: A passenger on a WestJet Boeing 737 MAX 8 (C-FCTK/WJA2702) from Toronto/Lester B. Pearson, ON (CYYZ) to Montego Bay, Jamaica (MKJS) became verbally abusive after several warnings to put on a mask. A red card was issued, but the passenger refused it. The crew declared this incident a Level 2 and diverted back to CYYZ (approximately 1 hour into the flight). Police met the aircraft upon arrival. The passenger was arrested. Two Flight Attendants (FA) did not want to continue. The crew gave police their statements.

A Jetblue Airways Airbus A321-211 (JBU264) from Seattle-Tacoma (Sea-Tac), WA (KSEA) to New York/John F. Kennedy, NY (KJFK) checked in with the Centralia controller at 1136Z. At 1142Z, Centralia gave JBU264 the frequency of the Cleveland Air Route Traffic Control Center (ZOB) controller for a handoff, but there was no response. For several minutes, Centralia attempted to contact JBU264 on 125.77 MHz, on the guard frequency and via another Jetblue Airways aircraft (JBU1006), with no success. At 1146Z, JBU264 crossed back into ZOB airspace. There was no operational impact.

At Yellowknife, NT (CYZF), at around 2120Z, ground control gave a vehicle (ST26) instructions for proceeding via Runway 10/28, crossing Runway 16/34, until further advised. ST26 replied "proceeding." Shortly after, ST26 was observed near the threshold of Runway 34 and was told to exit via Taxiway Golf. No further impact to operations.

A Springbank Air Training College Cessna 172P (C-GQCL) from Calgary/Springbank, AB (CYBW) to Calgary/Springbank, AB (CYBW) was about to enter the Medicine Hat, AB (CYXH) control zone without any prior notice. The Flight Service Station (FSS) requested their intentions. Intentions were given for a right downwind (RDW) for Runway 21, and the FSS gave pertinent traffic information (with C-GQCL on 8NM final (FNL) for Runway 21). The FSS had to request intentions of C-GQCL again, and was advised they would extend until traffic was in sight. At approximately 2220Z, when their run-up was complete and they were ready to depart, they requested an advisory, which was given, but C-GQCL was going to enter Taxiway A without giving intentions. The FSS requested intentions from the aircraft and they were given. No further impact to operations.

The Flight Service Station (FSS) observed a truck (PL82) entering Taxiway A without permission. The FSS queried the trucks intentions and gave them the appropriate instructions. No impact to operations.

At Prince Albert (Glass Field), SK (CYPA), a snow blower (BW12) entered Taxiway C without permission. The Flight Service Station (FSS) observed BW12 entering Taxiway C, queried the vehicles intentions, and gave instructions to enter. No impact to operations.

A Skylink Express Beech 1900C (C-GSKU/SLQ739) from Québec/Jean Lesage, QC (CYQB) to Montréal/Mirabel, QC (CYMX) announced on initial contact that it was a Skylink Express Beech 1900C (C-GSKW/SLQ761) from Québec/Jean Lesage, QC (CYQB) to Montréal/Mirabel, QC (CYMX). The air traffic service (ATS) unit gave the corresponding code to SLQ739, given the call sign used by the aircraft. It was later found that this flight was actually SLQ761, but that the crew had used the wrong flight number.

An Académie Aéronautique Cessna 172M (C-GFGQ) from Montreal/Mirabel, QC (CYMX) to Montreal/Mirabel, QC (CYMX) was given low altitude approach and go-around clearance for Runway 24 because of wake turbulence by a United Parcel Service Airbus A300-600F (N126UP/UPS497) from Montreal/Mirabel, QC (CYMX) to Louisville, KY (KSDF) that had taken off one minute before. The aircraft was observed touching down on the runway. The air traffic service (ATS) unit gave C-GFGQ the instruction to land on the runway and authorized takeoff once there was sufficient wake turbulence separation. No impact on operations.

Air traffic control (ATC) tried to contact a Cargair Cessna 172N (C-GVXM) from Montreal/Mirabel, QC (CYMX) to Montreal/Mirabel, QC (CYMX) that was downwind for Runway 06. C-GVXM squawked 7600. ATC gave C-GVXM instructions and clearances, as well as light signals. C-GVXM landed without issue at 0045Z.

Aviation Incident Report #17395: A passenger on an aircraft from Vancouver, BC (CYVR) to Toronto/Lester B. Pearson, ON (CYYZ) reported another passenger that was mask non-compliant and berating the flight crew shortly after departure. The passenger indicated that the flight crew gave the other passenger multiple warnings throughout the flight. The passenger indicated that the other passenger also threatened and intimidated them throughout the flight, took photos of them, and coughed on them. The passenger spoke to the Captain upon landing at CYYZ.

A privately registered, amateur-built Taylor Monoplane JT1B entered the Vancouver, BC (CYVR) zone, on a transborder flight from Seattle-Tacoma, WA (KSEA) to Vancouver, BC (CYVR), with no flight plan (FP) or code. The tower gave the aircraft a code, but no FP was filed.

An American, privately registered Cessna T337G on a flight to Kelowna, BC (CYLW) tried to report inbound when 40NM to the east of CYLW. The call was unreadable to the tower. The tower subsequently responded to a privately registered Cessna 340A from Calgary/Springbank, AB (CYBW) to Kelowna, BC (CYLW) that was inbound to CYLW, and the pilot of the Cessna T337G thought the call was for them and gave a response, which was again unreadable. There were no calls for the next 10 minutes until the Cessna 340A reported inbound on the area navigation (RNAV) Z approach. The tower passed traffic information to the Cessna 340A from an inbound aircraft on an unassigned code. Traffic information was passed 3 times before the Cessna T337G reported turning final for Runway 16, 3NM in front of the Cessna 340A. The Cessna T337G was given a left turn back, northbound, to follow the Cessna 340A. No other impact on operations.

At Terrace, BC (CYXT), a vehicle (EFCTK1) requested access onto Taxiway A. Flight Services gave EFCTK1 permission onto Taxiway A. The Flight Service Specialist then noticed that there were two vehicles accompanying EFCTK1, and asked if EFCTK1 was a "plus 2". The Flight Service Specialist did not receive a response and, several seconds later, observed 3 vehicles enter onto Taxiway A on the camera. The Flight Service Specialist asked again, and EFCTK1 responded that they did have a "plus 2". The Flight Service Specialist gave permission for EFCTK1+2 to proceed onto Taxiway A.

A Central Mountain Air Ltd. Beech 1900D (C-FCMU/GLR760) from Vancouver, BC (CYVR) to Castlegar/West Kootenay, BC (CYCG) received an arrival advisory and gave an estimated time of arrival (ETA) of 10 minutes. A vehicle (ST21) was permitted on the runway 6 minutes prior to the ETA. The aircraft advised that a vehicle was on the runway when calling 3 minutes prior to its ETA. The vehicle exited the runway 20 seconds prior to the aircraft reporting 1.2NM final. The vehicle had not been advised of the inbound aircraft.

At Dawson Creek, BC (CYDQ), a privately registered Schweizer G-164A requested an advisory in order to depart from Runway 25 and conduct circuits. The specialist gave the advisory to the aircraft. The aircraft failed to report entering Runway 25, but did call when down at 2320Z (1620 MST). The specialist called CYDQ staff on the phone to check if the aircraft did depart and land, which was confirmed by the CYDQ staff.

A Coldstream Helicopters Ltd. Bell 407 (C-GVIH) was completing work for BC Hydro near Invermere, BC (CAA8), with a pilot and 2 passengers (PAX) on board. Upon return to CAA8 at the end of the workday, the pilot observed a remotely piloted aircraft system (RPAS) operating 50 meters from the helicopter. The RPAS was described as a large one, with a width of approximately 16 inches by 18 inches. The pilot landed the helicopter without further issues, but they confronted the RPAS operator upon landing, who was standing near the helipad. The pilot was unclear why the RPAS operator was flying the RPAS at the airport, but the pilot believes that the RPAS operator was attempting to film landing and departing aircraft. The RPAS operator did not have a radio capable of ground to air communications and was therefore unaware of aircraft operating in the area. The RPAS operator claimed to be a licensed operator, and they gave the helicopter pilot their contact information. The 2 BC Hydro employees in the back have filed reports with BC Hydro (their employer), as all 3 persons onboard the helicopter were "rattled" by the occurrence. A Transportation Safety Board of Canada (TSB) investigator discussed the situation with the "defacto" airport operator, and the airport operator was not informed of any RPAS activity happening at the airport that day.
UPDATE: Aviation Incident Report #16995: The operator of a DJI Inspire 2 drone was operating at Invermere, BC (CAA8). The operator was flying the drone approximately 5 to 8 meters above ground level (AGL) while filming the pilot of a Cessna 177 and 2 passengers pushing the aircraft. The operator was in direct communications with the pilot of the Cessna 177 as they were only 20 meters apart. The drone had just commenced when a Coldstream Helicopters Ltd. Bell 407 (C-GVIH) on a flight to Invermere, BC (CAA8) arrived on short final. The drone operator did not have communication with C-GVIH. The drone operator brought their drone back toward the take-off area, which was just beside the hangar, while always maintaining sight with C-GVIH and keeping the drone at a low level. C-GVIH landed without incident and shut down. The drone operator moved the drone further from the hangar area, but continued to hover at a low level. The drone operator landed shortly after C-GVIHs flight operations had ended. C-GVIH and the drone operator communicated about the failure in communications and radio protocol.

An Insignia College Ltd. Cessna 172K (C-GDON) from Vancouver/Boundary Bay, BC (CZBB) to Vancouver/Boundary Bay, BC (CZBB) departed from Runway 07 and declared "MAYDAY" due to "control issues" through 400 feet. The aircraft was given the option to land on any runway. C-GDON landed on Runway 25 without issue and exited via Taxiway G. The aircraft advised the ground controller that it had experienced a "flaps issue".
UPDATE: TSB Report #A21P0017: C-GDON, a Cessna 172K aircraft operated by Insignia College, was on the first take-off for circuits at Vancouver/Boundary Bay, BC (CZBB) with one student pilot on board. The student took off from Runway 07 and, during the climb, realized the aircraft airspeed was decreasing. As the aircraft was nearing a stall at 300 feet AGL, the pilot regained control by lowering the nose to keep the speed up. The pilot declared a "MAYDAY" and ATC gave the pilot the option of "any runway". Other traffic was cleared to allow C-GDON runway access. The pilot managed to make a 180 degree turn to land on Runway 25 without further issues. After landing, the pilot realized they had set "full flaps" and did not set them for take-off prior to departure, as required in the pre-flight checklist. Ground taxi clearances were obtained and the aircraft taxied back to the company facility.

An Air Transat Airbus A321-271NX (TSC862) from Toronto/Lester B. Pearson, ON (CYYZ) to Calgary, AB (CYYC) was instructed to taxi to Runway 06R via Alpha and Delta, cross Runway 33R and Runway 06L, and hold short of Runway 06R, which was read back correctly. After crossing Runway 06L, TSC862 entered Taxiway D6 vice D. The controller advised TSC862 of the error and gave them the distance remaining. TSC862 advised they were okay and were cleared for take-off (T/O) from D6. No operational impact.

A VFR target was observed entering the Sudbury, ON (CYSB) control zone on the approach path for Runway 04. Contact was confirmed visually as a float plane at circuit altitude. The aircraft squawked its identification when queried but did not respond on the frequency. The aircraft subsequently exited the control zone (CZ) over Whitson Lake, then re-entered the CZ south of Hanmer. The aircraft, a 1789666 Ontario Ltd. Cessna 175 (C-FGAK), gave its aircraft identification (ACID) at this time and exited the CZ, remaining clear until established northeast (NE) bound.

TSB Report #A21F0255: C-FSNU, an Air Canada Boeing 737 MAX 8 was conducting flight ACA990 from Mexico City/Benito Juárez Intl, Mexico (MMMX) to Toronto/Lester B. Pearson Intl, ON (CYYZ). During taxi sequence in MMMX, the flight crew was given clearance to taxi west on Bravo, left on B7 and hold short Runway 05, left. Flight crew completed a left turn on B7 and passed the hold short line, stopped, and advised ground. Without any risk of conflict, ATC gave the flight crew instructions to backtrack Runway 05, left, and the flight continued to its destination without further incident.

TSB Report #A21F0246: C-FSDW an Air Canada Boeing 737 MAX 8 operating as flight ACA555 from Los Angeles International Airport (KLAX), LA, USA to Vancouver International Airport (CYVR) Vancouver, BC - On departure from LAX runway 25R SUMMR2 behind an A321 at approximately 800ft, the flight crew felt the aircraft rolling in what was likely wake turbulence. The Auto Pilot was engaged and gave "Roll Authority" amber alert on the Primary Flight Display (PFD). The pilot flying disengaged the autopilot and flew until clear of the wake turbulence. The auto pilot re-engaged just above 1000ft, the flight continued to YVR without further incident.

TSB Report #A21F0233: C-FYJO, a Sunwing Airlines Inc. Boeing 737-8K5, was conducting flight SWG422 from La Altagracia/Punta Cana Intl, Dominican Republic (MDPC) to Toronto/ Lester B. Pearson Intl, ON (CYYZ). During cruise at FL350 in the vicinity of Elizabeth City Coast Guard Air Station, NC (KECG), ATC gave the flight crew clearance to proceed direct to the OPHEA intersection. After the flight crew turned direct to OPHEA, ATC then instructed them to turn to the right of track heading 210. Shortly after, ATC instructed the flight crew to descend to FL340. The flight crew began the descent, then ATC instructed them to expedite the descent to FL340. During the descent, the flight crew received a TCAS RA (resolution advisory). Flight crew complied with the RA and informed ATC. Once clear of the conflict, ATC cleared the flight crew direct to OPHEA, followed by a climb back to FL350. Flight proceeded to its destination without further incident.

A Perimeter Aviation de Havilland DHC-8-102 (C-GWPS) from Thompson, MB (CYTH) to Thompson, MB (CYTH) made initial contact with the specialist while on Taxiway Alpha, looking to cross the runway for Apron 2. A Keewatin Air Beech B200 (KEW208) on a MEDEVAC flight from Thompson, MB (CYTH) to Baker Lake, NU (CYBK) was taxiing on Charlie for Runway 24 at the time. C-GWPS gave way and taxied behind the backtracking traffic.

An American, corporately registered Gulfstream IV (N77WL) from Washington/Dulles, VA (KIAD) to Edmonton, AB (CYEG) lost communications with the arrival controller. They did not check in with the tower, and were given the green light and a landing clearance, but gave no response. Once landed, they called ground control on Taxiway Bravo. A WestJet Boeing 737-700 (WJA242) from Edmonton, AB (CYEG) to Calgary, AB (CYYC) had its taxi clearance from the de-ice bay delayed by 3 minutes.

A Calgary Flying Club Cessna 172N (C-GYVJ) from Calgary/Springbank, AB (CYBW) to Calgary/Springbank, AB (CYBW) was given a left turn off Runway 17, but they turned right. The tower then gave a 260-heading to avoid traffic, followed by a left 170-heading. C-GYVJ instead turned to 090, through the departure path. No impact.

Aviation Incident Report #17060: Customer Service Agents (CSA) contacted Operations to advise that a passenger on a WestJet Encore Bombardier DHC-8-402 (C-GWEN) from Calgary, AB (CYYC) to Fort McMurray, AB (CYMM) was issued yellow and red cards for non-mask compliance. CSA requested Operations assistance on arrival. The crew also gave a statement to the CSA on arrival. The passenger was non-compliant for the entirety of the flight and was issued a yellow card while the aircraft was circling CYMM. The aircraft eventually diverted to CYYC due to poor weather, and that is when the Flight Attendants issued a red card to the passenger. Upon landing at CYYC, police took the passenger into custody.

The community aerodrome radio station (CARS) of Qikiqtarjuaq, NU (CYVM) misread its weather barometer at 1300Z. The station gave a reading of 998.7, when it should have been 990.7. This caused a difference of about +00.25 on the station altimeter. No known impact.

A privately registered Cessna T210G on a flight to Lloydminster, AB (CYLL) called inbound for landing while 25 miles back. The specialist gave an advisory and requested a report when the aircraft was entering the zone. The Cessna T210G continued inbound, entered the zone, completed the circuit and landed with no further radio transmissions. The specialist attempted contact 5 times while the aircraft was taxiing, with no contact. No impact to operations.

At 2241Z, a privately registered Cessna 180B on a flight to Churchill, MB (CYYQ) called the CYYQ flight service station (FSS) while 20NM Southwest (SW) and inbound for the field. The FSS gave an advisory and advised that Runway 07/25 and Taxiway B were closed due to snow, and wind was 030/21G28. The aircraft indicated it did not have enough fuel to divert, and would conduct a fly-over for a visual inspection of Runway 07. At 2255Z, the aircraft declared an emergency due to minimum fuel and advised it would be landing on the taxiway to the North of the apron. The aircraft landed safely at 2257Z.

On initial call, a privately registered, amateur-built Vans RV-10 from Lloydminster, AB (CYLL) to Lloydminster, AB (CYLL) advised that it was "almost in the zone". The specialist gave the advisory and requested an estimated time of arrival (ETA). The pilot advised they were 3 minutes to landing inside the zone. The aircraft landed on Runway 26 at 1945Z. No impact to operations.

At Grande Prairie, AB (CYQU), a white pickup truck with a trailer was seen performing a turn-around on Runway 07 and exiting the runway onto the Runway 07 crash road. A vehicle (TK85) was working in the intersection but gave no prior notice of the event. Traffic was light and unaffected. The Grande Prairie Airport Authority (GPAA) will be following up.

At Prince Albert (Glass Field), SK (CYPA), the flight service station (FSS) observed a vehicle (ST31) entering Taxiway Charlie without permission. The FSS called ST31 and gave it permission to proceed via Taxiway Charlie to Apron 01. No impact on operations.

TSB Report #A21W0003: C-GSAX, a Summit Air Charters Dornier 228, was operating as flight SU1022 from Gahcho Kue, NT (CGK2) to Yellowknife, NT (CYZF) with 2 flight crew and 6 passengers on board. The aircraft had arrived from CYZF on an IFR flight in IMC with the engine inlet anti-ice on. After arriving, they were on the ground for 10 to 15 minutes, unloading and loading, with the aircraft parked into wind. There was blowing snow, with the wind speed at 25 knots, gusting to 30 knots. Once the passengers were loaded, the aircraft was started and taxied to the button of the runway. The captain was not satisfied that they had sufficient runway visibility, so they taxied back to the ramp and faced into the wind again to await the arrival of an inbound IFR aircraft. After 15 minutes had passed, the arriving aircraft landed and gave a pilot report that there was more than 1 mile visibility. SU1022 then took position on the runway and departed CGK2 with the bleed air on, the propeller and engine inlet anti-ice off and the engine ignition in the off position. At 400 feet AGL, the power was set to climb power and the propeller and engine inlet anti-ice were turned on in anticipation of entering a cloud at 700 feet AGL. As the aircraft passed 1000 feet AGL and commenced a turn towards CYZF, both engines (Garrett TPE331-5-252D) flamed out. The captain cycled the power levers back and forth and was about to feather the propellers in preparation to glide back to the field when they noticed that the engines still had temperature and oil pressure. The captain switched the manual ignition on, and both engines relit. With engine parameters stabilized, the crew elected to proceed to the destination and landed without further incident. Maintenance update: Both engines were borescoped for damage, and none was found. All systems were checked and verified as operational. An engine check run was completed, with all systems functioning normally, and the aircraft was returned to service. Operations update: In consultation with the engine manufacturer (Honeywell) and the airframe manufacturer (Ruag), Summit Air Charters has updated its Dornier 228 SOPs and checklists in regards to the definition of icing conditions. The updates apply to when the application of engine inlet heat and propeller heat occurs, as well as when the ignitors are turned on and for how long the ignitors remain on.

A First Air Aerospatiale/Aeritalia ATR 42-500 (C-FTIZ/FAB882) from Iqaluit, NU (CYFB) to Pond Inlet, NU (CYIO) requested pre-taxi clearance (PTC). The Flight Service Station (FSS) gave PTC to FAB882 at 1901Z without a "Do Not Depart Until" (DNDU) message.

While inbound, a Border City Aviation Cessna 172M (C-GQTX) from Lloydminster, AB (CYLL) to Lloydminster, AB (CYLL) experienced a radio failure during their initial call. The specialist informed the pilot that they were unreadable. The pilot re-set the radio and regained communications. The pilot gave the specialist a 06 minute estimate for landing, not 05 minutes prior to entering the zone. No other impact to operations.

A privately registered Piper PA-38-112 from St. Stephen, NB (CCS3) to St. Stephen, NB (CCS3) advised the flight service station (FSS) that it was inbound to conduct circuits but were unsure of position. When the pilot advised they were unsure of the turn needed and gave visual references, the flight service station (FSS) received the heading from the area control centre (ACC) to pass on to the pilot and used visual references until the pilot had the airport in sight. The pilot did not require assistance anymore. No operational impact.

An École de Pilotage Évolution Diamond DA 20-C1 (C-GWEM) from Ottawa/Gatineau, QC (CYND) to Ottawa/Gatineau, QC (CYND) was conducting touch-and-gos. The landing gear collapsed upon landing and the aircraft was immobilized on Runway 09/27. There were no injuries but there was damage to the aircraft. Operational impact: Runway 09/27 was closed for approximately 15 minutes.
UPDATE: TSB Report #A20Q0095: C-GEWM, a Diamond DA-20 operated by Evolution Flight School Inc., was on a local training flight from the Ottawa/Gatineau, QC (CYND) airport under visual flight rules, with a student pilot on board. During a simulated short landing exercise, the aircraft bounced several times and, on the third touchdown, the nose landing gear gave way and the propeller struck the runway. The aircraft came to a stop at the edge of the runway, in the grass. There were no injuries, however the aircraft sustained damage primarily to the propeller, engine cover and nose gear.

An Académie Aéronautique Cessna 172N (C-GYBV) from Montreal/Mirabel Intl, QC (CYMX) to Montreal/Mirabel Intl, QC (CYMX) called the Mirabel tower and indicated that they seemed to be lost. The air traffic controller (ATC) gave the aircraft vectors to direct them to the airport. C-GYBV landed without further issues at 2116Z.

Vehicle (LUX340) was given the instruction to cross Runway 24R and to proceed via the tower road at its discretion. LUX340 crossed Runway 24R, but proceeded on Taxiway Lima. The controller gave the vehicle a new route to get to the tower. No impact.

Aviation Incident Report #16597: At 1106Z, a Hydro-Quebec de Havilland DHC-8-402 (C-GHQL/HYD162) from Montreal/Pierre Elliott Trudeau, QC (CYUL) to Bagotville, QC (CYBG) conducted an overshoot while on final approach. The pilot requested a 360 degree turn and, having a visual with the airfield, requested to proceed with a visual approach, which cannot be authorized by a flight adviser, so the aircraft was sent back to the terminal controller. The aircraft did not answer to the frequency change instruction and started their 360 degree turn. This led HYD162 to be facing a Provincial Airlines de Havilland DHC-8-315 (C-FPAE/PVL3043) from Montreal/Pierre Elliott Trudeau, QC (CYUL) to Bagotville, QC (CYBG), which was established on final. The flight adviser (FA) gave traffic information to both pilots and then HYD162 turned on a south heading and contacted the terminal. Separation at this moment was 2.2NM between the aircraft, with less than 1000ft vertical separation between them. The terminal controller then brought the aircraft back on a visual approach with no more issues. No impact on operations.
UPDATE: This record replaces 2020C1593, which was deleted due to incorrect region.

A privately registered Beech C 23 from St-Jean, QC (CYJN) to Bromont, QC (CZBM) was instructed to make its fixed point on Charlie, holding short of Alpha. The aircraft taxied on Charlie and then on Alpha. The controller told the aircraft to stop. The aircraft confirmed that its fixed point was completed, and the controller gave the aircraft new instructions to taxi. No impact.

A Sky Jet M.G. Beech 1900D (C-GDSG/VSL607) from Quebec/Jean Lesage, QC (CYQB) to Sept-Îles, QC (CYZV) received and read back clearance to descend to 6 000 ft. The air traffic services (ATS) unit saw VSL607 leaving 5 300 ft in descent and thus gave it clearance to descend to 2 500 ft. VSL607 responded that it wanted to cancel its IFR. The ATS confirmed receipt of the request. No impact on operations.

Instrument flight rules (IFR) departure clearance: the air traffic controller (ATC) gave IFR departure clearance to a Sky Jet M.G. Inc. Beech 200 (VSL443) from Montreal/St-Hubert, QC (CYHU) to Quebec/Jean Lesage, QC (CYQB) with the instruction to fly ADVEM OMVAR1. The pilot read back ADVEM OMVAR OMVAR1.

A Chrono Aviation Inc. Pilatus PC-12/45 (C-GICR/NDL876) from Sept-Îles, QC (CYZV) to Montreal/St-Hubert, QC (CYHU) reported that it could see the aircraft that had just landed, an Air Inuit Ltd. Beech B300 (C-FDTC/AIE531) from Schefferville, QC (CYKL) to Sept-Îles, QC (CYZV), and that it was going to line up and wait. The flight service station (FSS) reported that the traffic was going to leave via Taxiway Alpha and gave it clearance validation. NDL876 began its take-off run before AIE531 had left the runway, and the FSS advised NDL876 that the traffic was still on the runway. NDL876 stopped its its take-off run and reported that it was going to return to the threshold of Runway 27 and take off once the traffic was off the runway.

The pilot of a Cargair Ltd. Cessna 152 (C-GAUB) from Montreal/Saint-Hubert, QC (CYHU) to Montreal/Saint-Hubert, QC (CYHU) in the Runway 24R circuit notified the tower controller that it was experiencing difficulties with its engine and that it was declaring an emergency. The tower thus gave it priority and the aircraft landed without incident on Runway 24R. It was then able to taxi to the club on its own. Emergency services were notified and cancelled during the same communication due to the short window between the beginning and end of the emergency. The tower had to extend an aircraft in the Runway 24R circuit and delay a departure from Runway 24R.

An Air Inuit Ltd. Boeing 737-2Q2C (C-GMAI/AIE704) from La Grande-Rivière, QC (CYGL) to Puvirnituq, QC (CYPX) level at FL280 was cleared to leave controlled airspace below FL180 and was instructed to confirm that it left FL180. AIE704 reported having left FL180. The air traffic controller (ATC) contacted AIE704 to confirm that the aircraft was going to leave FL180, and the pilot confirmed. ATC cleared a Government of Quebec Canadair CL600-2B16 (Series 601-3R) (C-GURG/QUE10) from Puvirnituq, QC (CYPX) to Montreal/Trudeau, QC (CYUL) to climb to FL240 (aircraft travelling in the opposite direction) with an information exchange on the aircraft. At that moment, AIE704 said that it was leaving FL280. ATC corrected the situation and gave new clearance to QUE10 to stop its climb to 17 000 ft. No loss of separation.

A Southern Interior Flight Centre (1993) Ltd. Cessna 172N (C-GMLY) was conducting night circuits at Kelowna, BC (CYLW) and failed to report in the downwind. The tower called the aircraft 3 times, with no response. C-GMLY squawked 7600 while in the downwind and called the tower phone via cell phone. The tower gave instructions over the phone. C-GMLY landed safely. No impact on operations.