A Bar-None Holdings Ltd. Cessna TU206G (C-FWCM) from Castlegar/West Kootenay, BC (CYCG) to Castlegar/West Kootenay, BC (CYCG) executed a missed approach on early final due to a landing gear indication. The aircraft asked the flight service station (FSS) to visually confirm the landing gear during the overshoot. The FSS confirmed the indication of partially deployed landing gear. The aircraft extended its downwind to change the fuse. The landing gear deployed fully and the aircraft (A/C) continued in the circuit. No further operational impact.

A North Cariboo Flying Service Ltd. Beech 200 (NCB911) from Victoria, BC (CYYJ) to Fort St. John, BC (CYXJ) reported a pressurization issue and requested descent to 10,000 feet. The aircraft continued on to its destination without issue. No impact to operations.
UPDATE from Airworthiness: A Civil Aviation Safety Inspector (CASI) looked into this occurrence. The operator reported that after landing in CYXJ, the company’s maintenance department inspected the aircraft. The aircrafts outflow valve and outflow valve control line were inspected for moisture, with none found. The control line was disconnected and pressure tested, where a slight leak was discovered at a bulkhead fitting. The line was re-clamped and pressure tested, with no leaks noted. The outflow pressure controller was removed and a repaired unit was installed. A function check of the aircraft system was carried out and the system was found to be operating properly. The aircraft was returned to service. No further action.

A Montair Aviation Inc. Cessna 172S (C-GMDT) from Red Deer, AB (CYQF) to Red Deer, AB (CYQF) was cleared for left downwind, and joined right downwind instead. C-GMDT landed and was instructed to exit Taxiway Alpha and contact ground. The aircraft began to taxi Taxiway Alpha in to the apron without taxi clearance. Operational impact: none.

A Custom Helicopters Sikorsky S-76C (C-FCHZ/TF1) on a flight to Island Lake, MB (CYIV) made its first call entering the mandatory frequency area 5NM west of St. Theresa Point, MB (CYST). Multiple aircraft were in the zone but none were in conflict. No other operational impact.

A Red River Air Piper PA-18-150 (C-FLXF) departed from Whitehorse/Erik Nielsen, YT (CYXY), conducted one touch-and-go on the infield, then left for circuits (CCTS) at Whitehorse/Cousins, YT (CFP8). The pilot called the land line on the tower to report that they had an engine failure after departure at CFP8 and had to ditch the aircraft on a trail west of the airstrip, approximately 7NM Northwest (NW) of the McPherson subdivision. The pilot confirmed that none of the occupants on board were injured and wanted to make sure to not have any Search and Rescue (SAR) units dispatched if ever the emergency locator transmitter (ELT) was activated. No impact to operations.
UPDATE: TSB Report #A21W0049: C-FLXF, a 7795289 Canada Ltd. (dba Arctic Red River Outfitters) Piper PA-18-150, was conducting circuits at Whitehorse/Cousins, YT (CFP8). During one of the take-offs, the engine (Avco Lycoming O-320-A2B) stopped producing power at about 200 feet AGL. The pilot commenced a forced approach into the trees. The aircraft was substantially damaged but there were no injuries to the two occupants. The owner will report their findings to the TSB once the aircraft is recovered.

A 2213297 Alberta Ltd. Cessna 421B (C-GCCF) was outbound from Fort Smith, NT (CYSM) to Ponoka (Labrie Field), AB (CEH3) and had a piston go through an engine, causing significant power loss. The aircraft diverted to Fort McMurray, AB (CYMM) and landed safely at 1836Z.
UPDATE: TSB Report #A21W0047: C-GCCF, a privately operated Cessna 421B, was on an IFR flight from Fort Smith, NT, to Ponoka, AB. While in a cruise climb, approximately 50 NM S of Fort Smith, the left engine (Teledyne Continental GTIO-520-H) No. 3 cylinder began to run hot. A short while later, the engine began to run rough. A decision was made to divert to Fort McMurray, AB (CYMM). The engine was left running, albeit at a lower power setting. The aircraft arrived in CYMM without further issue. After landing, a maintenance examination found that the No.3 cylinder was cracked.
UPDATE from Airworthiness: A Civil Aviation Safety Inspector (CASI) looked into this occurrence. What was found during the follow-up was that the aircraft had experienced a power loss and rough running left-hand (LH) engine. The pilot decided to carry out a precautionary landing in Fort McMurray, AB (CYMM). Upon inspection, it was found that the #3 cylinder had an oil leak due to a crack in the cylinder. The cylinder was replaced and the aircraft was returned to service. The engine has 100 hours left until it reaches its time between overhaul (TBO). The owners have contacted Continental for a replacement engine, however none are available at this time due to COVID-19 disruptions in the supply chain. The Service Difficulty Report (SDR) system was discussed and the owner has committed to contacting their Aircraft Maintenance Engineer (AME) (Foster Aviation) and having the information entered into the Web Service Difficulty Report (WSDR) system for the failed part.

A Cargojet Airways Ltd. Boeing 767-300 (CJT574) from Montreal/Mirabel, QC (CYMX) to Winnipeg/James Armstrong Richardson, MB (CYWG) reported a bird strike on final for Runway 13. The aircraft continued and landed without further incident. No remains found.

A privately registered Cessna 310N on a VFR flight from Grande Prairie, AB (CYQU) to Edmonton/Villeneuve, AB (CZVL) reported low oil pressure 25NM west of CZVL. No emergency declared. The aircraft landed safely at 1859Z. No impact to operations.
UPDATE from Airworthiness: A Civil Aviation Safety Inspector (CASI) looked into this occurrence. On the occurrence flight, the pilot started to notice decay in oil pressure on one engine when about 50 miles out. The pilot notified the tower of the occurrence and requested a straight-in landing to expedite getting on the ground. Oil pressure was still in the green, but about 15 pounds per square inch (PSI) lower than it should have been. Once on the ground, the pilot had a local mechanic look at the engine. The mechanic checked the oil filter for contaminants (none found) and the engine was "ground run" after a thorough visual inspection. No abnormalities were seen on the extended engine run. Upon further investigation by the regular mechanic, it was determined that the electronic pressure transducer was reading incorrect and was replaced.

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 Jazz Bombardier CL-600-2B19 (C-FDJA/JZA8790) from Montreal/Pierre Elliott Trudeau, QC (CYUL) to Saint John, NB (CYSJ) declared "PAN PAN" to indicate a pressurization issue. The pilot then reported that they were able to control the cabin pressure manually and assistance was no longer required. The aircraft landed at 0149Z without incident. No impact on operations.
UPDATE: TSB Report #A21A0023: C-FDJA, a Bombardier CRJ 200 aircraft operated by Jazz was conducting flight JZA8790 from Montreal/Pierre Elliott Trudeau, QC (CYUL) to Saint John, NB (CYSJ). At approximately 21h25 AST, the aircraft was descending through FL250 at approximately 96NM W of CYSJ when the crew noted a gradual loss of cabin pressurization. They made contact with the Moncton (YQM) Area Control Centre (ACC) to declare "PAN PAN" and provided details on the nature of the problem. Working through the QRH and Emergency Checklist enabled the crew to stabilize the cabin altitude by switching from Auto to Manual mode. Subsequent contact was made with YQM ACC to advise that the pressurization issue was under control and the crew requested to downgrade from "PAN PAN" status to regular flight status. The aircraft landed safely at about 22h55 AST. None of the passengers or crew were physically affected by the loss of pressurization control. Company maintenance determined that the right-hand (RH) outflow valve was not closing fully. The secondary outflow valve and the Cabin Pressure Selector Panel were replaced and the aircraft was returned to service. Maintenance has submitted an SDR to Transport Canada.

A North Cariboo Flying Service Ltd. Beech 200 (NCB911) from Fort St. John, BC (CYXJ) to Kelowna, BC (CYLW) returned to the ramp after receiving a clearance and taxiing to position on Runway 21, citing a mechanical issue. No impact on operations.
UPDATE from Airworthiness: A Civil Aviation Safety Inspector (CASI) looked into this occurrence. The operator reported that the aircraft was taxied to accomplish pre-flight operational checks. It was discovered that the left-hand (L/H) bleed air fail light would not extinguish, and the aircraft returned to the apron. The company’s maintenance department conducted troubleshooting for the left bleed air system. A sense tubing leak was found just inside the fuselage on the forward run. The damaged tubing section was replaced, and the bleed air line in the area was inspected for signs of leakage, with none found. The L/H bleed air fail warning system was function checked with regulated shop air from the manifold, with no fault found. The aircraft was returned to service. No further action.

A Nautilus Air Cessna 421B (C-GGHO) had a bird strike on departure from Vancouver/Boundary Bay, BC (CZBB). The aircraft aborted take-off safely and cancelled its flight.
UPDATE from Airworthiness: A Civil Aviation Safety Inspector (CASI) looked into this occurrence. Left engine top cowl was removed, checked for damage on engine and propeller. None found. Top engine cowl dent repaired and aircraft returned to service.

A North Cariboo Flying Service Beech 200 (NCB2042) from Calgary, AB (CYYC) to Fort St. John, BC (CYXJ) had a negative gear indication on final for Runway 30 and elected to go around to troubleshoot. Aircraft had positive indication after 15 minutes of circling and landed on Runway 30 without issue. No impact to operations.
UPDATE from Airworthiness: A Civil Aviation Safety Inspector (CASI) looked into this occurrence. The crew of NCB2042 climbed to 4000 above sea level (ASL) on the departure end of Runway 30, levelled, and slowed to 140 Knots to begin troubleshooting. Once slowed, the crew attempted to extend the landing gear again, and this time received no green "Gear Down" indications. Pressing the bulbs to test them revealed that none of the bulbs were testing properly, and the gear unsafe handle was not illuminated at this time. The crew then consulted Maintenance Operations Control (MOC), as they needed someone who knew the system far better and could confirm that the gear was down and locked in position for landing. At this time, the crew began running through additional troubleshooting items to confirm the gear position. They confirmed with MOC that the gear warning system was working normally as in the missed approach, they reduced power levers once levelled off and hit the warning horn, and the red handle was working. At the request of MOC, the crew performed the test of the systems once more (the gear had been left down when they began troubleshooting) and they maintained normal gear and locked signals. A suggestion was made to remove the indicator bulbs and place them in different positions. As soon as the "Left Main Gear Down" indicator was removed from its socket, the "Right Main Gear Down" indicator illuminated in the "Full Bright" position. The crew then placed the "Left Main Gear Down" indicator bulb back into the socket and, as soon as the bulb was reinstalled, the "Nose Gear Down" indicator illuminated "Full Bright" as well. MOC then recommended moving the nose gear bulb into the left main gear socket to confirm the gears position. The crew proceeded as instructed and found the lamp illuminated, confirming that the left main landing gear (MLG) was down. All 3 green "Gear Down and Locked" indicators illuminated, with no unsafe indications, and a normal landing was then executed. The aircraft was then inspected by the company’s maintenance department, where they discovered that the light socket length between the NLG and MLG was different lengths, which caused the NLG bulb holder to bottom out before test circuit could make contact. Maintenance swapped the bulb holder for the NLG and left-hand (LH) MLG position, and all lights tested satisfactory. All part numbers for the light assemblies are the same and the discrepancy between the MLG and NLG holders appears to be due to the particular installation in the aircraft. When the assemblies were swapped around, they were able to adjust the height enough to gain more clearance between the fisheye "Push-to-Test" light and the edge light panel assembly. The aircraft was returned to service, no further action required.

TSB Report #A20P0025: C-GLAH, an Aerospatiale AS 350 B-2 operated by Access Helicopters, was flying down a mountain near Stewart, BC to pick up skiers when the right-hand side cargo door departed the aircraft, damaging the tail boom and the tail rotor blades. The pilot was able to land normally. The cargo door was equipped with hinges at the top and with a single latch in the bottom center (additional, after-market latches are available for this door). None of the cargo inside the compartment fell out. Airspeed at the time the cargo door departed was about 125 knots. It was not determined why the cargo door opened.

At 0455Z, a Pacific Coastal Airlines Beech 1900D (C-GPCE/PCO615) on a flight from Vancouver Intl, BC (CYVR) to Cranbrook/Canadian Rockies Intl, BC (CYXC) requested assistance due to a possible landing gear issue. The aircraft landed without incident at 0510Z.
UPDATE TSB Report #A20P0004: C-GPCE, a Pacific Coastal Airlines Beech 1900D, was conducting flight PCO615 from Vancouver Intl (CYVR), BC, to Cranbrook/Canadian Rockies Intl (CYXC), BC, with 2 crew members and 12 passengers on board. During the approach into CYXC, when the crew selected “GEAR DOWN”, the landing gear in transit light remained illuminated and none of the landing gear down lights illuminated. The crew conducted a missed approach and requested radar vectors to allow them to conduct their abnormal landing gear indication checklists. On completion of their checklists and manual extension of the landing gear, they had heard the landing gear extend, had a green nose landing gear down indication and had no landing gear warning horn with the flaps in the landing configuration. The crew determined they were safe to land with the indications present and requested the approach to CYXC with ARFF to be on standby as a precaution. The aircraft landed without incident. Maintenance conducted a number of landing gear swings and did functional checks on the landing gear electrical systems with no fault found. The aircraft has been returned to service.
UPDATE from Airworthiness: A Civil Aviation Safety Inspector (CASI) looked into this occurrence. Follow-up on landing gear failure for C-GPCE resulted in the following assessment: Through operational experience, moisture accumulated in the landing gear relay located in wing caused landing gear operation failure due to freezing. A new sealed relay installed through a Supplemental Type Certificate (STC) has been installed on company aircraft with exception of this newly acquired aircraft. The new sealed landing gear relay has now been installed and no further gear failure has been experienced.

A Thunder Airlines Limited Beech A100 (C-GYQK/THU103) from Timmins, ON (CYTS) to Moosonee, ON (CYMO) advised upon landing that they had hit multiple small birds, and that there were many birds flying around the intersection. THU103 departed at 1353Z. An airport vehicle (ST24) advised of the presence of 3 birds. There were 4 arrivals and 2 departures after the bird strike, none of which reported further incidents.

An unknown aircraft on the ground at London, ON (CYXU) squawked 7700 for approximately three minutes. Four CF-18 aircraft, including a Government of Canada, Department of National Defence McDonnell Douglas CF-18 Hornet (QUILL01) from London, ON (CYXU) to Bagotville, QC (CYBG) and a Government of Canada, Department of National Defence McDonnell Douglas CF-18 Hornet (ALUT26) from London, ON (CYXU) to Trenton, ON (CYTR), were starting up at the time on Apron 2 and were queried, but they responded that they had not squawked the code. No other aircraft were observed to be active on the aprons, and none responded to the query. No impact to operations.

The Flight Service Station (FSS) at Dryden, ON (CYHD) received multiple attempts at radio transmission from a privately registered, amateur-built Rotorway Scorpion 133 from Dryden, ON (CYHD), but none were readable. Aircraft was observed departing CYHD, and established radio contact when 13NM East. No impact to operations.

The pilot of a privately registered Piper PA-28-151 from Parry Sound, ON (CNK4) to Toronto/Oshawa, ON (CYOO) thought they had an active VFR flight plan (FP) on file but there was none in the system. Pilot indicated they filed through the collaborative Flight Planning Services (CFPS), but perhaps spotty cell service was the reason it did not process. Earlier FP from CYOO to CNK4 had been entered in the system without issue.

Delayed entry as a result of NAV CANADA safety and evaluation quality assurance (QA) review: At 2240Z, the Joint Rescue Coordination Centre (JRCC) Trenton advised of an emergency locator transmitter (ELT) signal that had been reported by an overflight to the Yellowknife, NT (CYZF) tower. The tower could not hear anything on any frequencies, including the hand-held radio (NICAN). None of the aircraft on the ground were able to hear the signal, either. The tower requested multiple airborne aircraft to monitor frequency 121.5 MHz, and a number of these flights (TIN220, MPE228, and SU8023) reported hearing an ELT signal at various strengths.

A Kississing Lake Lodge Ltd. Cessna 208B (C-GOCN) from Thompson, MB (CYTH) to Thompson, MB (CYTH) returned to CYTH shortly after clearing the zone due to "fluctuating readings". Aircraft declined any assistance. No impact on operations.
UPDATE from Airworthiness: A Civil Aviation Safety Inspector (CASI) looked into this occurrence. A Kississing Lake Lodge Ltd. Cessna 208B (C-GOCN) turned back, as the pilot noticed that the Inter-Turbine Temperature (ITT) was fluctuating +/- 200 degrees. None of the other engine parameters were fluctuating, and no issues were experienced in the engine performance. After landing, the pilot recorded the defect and the maintenance team in Thompson, MB (CYTH) was notified. They inspected the aircraft and found that the T5 (ITT) Sense Terminal block was loose. The maintenance rectified it by re-securing the terminals and carrying out high powered ground runs. It has been confirmed that the snag was rectified.

A Springbank Air Training College Ltd. Cessna 172P (C-GSKF) from Calgary/Springbank, AB (CYBW) to Olds-Didsbury, AB (CEA3) landed short of the runway, causing the nose wheel to separate. The aircraft came to rest on the runway. A NOTAM was issued, closing the runway until the aircraft was removed. No impact to NAV CANADA operations. One VFR aircraft was diverted to a nearby aerodrome.
UPDATE: TSB Report #A20W0079: C-GSKF, a Cessna 172P aircraft operated by Springbank Air Training College, was being used for a private pilot flight test originating from and returning to Calgary/Springbank, AB (CYBW), with one pilot examiner and one student pilot on board. As part the flight test profile, an inspection pass exercise was being conducted on Runway 28 at Olds-Didsbury, AB (CEA3). After the inspection pass, the student pilot performed a go-around and, at that time, the engine (Avco Lycoming O-320-DJ2) lost power. Control was passed from the student to the pilot examiner (PIC). The PIC elected to conduct an immediate left turn to join the downwind for landing on Runway 28. While maneuvering to land on Runway 28, the left wing tip contacted the snow covered grass area north of and adjacent to the threshold of the runway. Shortly after, the nose contacted the ground, resulting in the collapse of the nose landing gear, and damage to the propeller. The aircraft continued to slide on a track of approximately 310°M, until it contacted a ditch that runs parallel to and north of the runway. The aircraft came to rest facing in a near north direction. The aircraft was substantially damaged, but no injuries were reported. Post-accident inspection by maintenance found that there was little fuel remaining in the aircrafts fuel system.

At approximately 0220Z, the Grande Prairie, AB (CYQU) instrument landing system (ILS) 109.9 failed. Within the previous hour, the localizer (LOC) had alarmed to "Emergency Power Unit" (EPU) and the Technical Operations Coordinator (TOC) was advised. GPA/Staff 20 checked the field electrical centre (FEC) and localizer (LLZ) shack for any indications of failure, and none were noted. At around 0220Z, the LLZ failed and the ILS shut itself off. The TOC and the Edmonton Area Control Centre (ACC) were advised, and the TOC issued a NOTAM for failure. The TOC opened a work order for a follow-up. No operational impact.

An Air Partners Cessna 750 (C-FJDZ/SDE755) from Calgary, AB (CYYC) to Red Deer, AB (CYQF) declared an inflight emergency at 2140Z due to a hydraulic issue. SDE755 landed safely on Runway 17L at 2155Z. The aircraft was unable to taxi under its own power. No delays to any traffic.
UPDATE: TSB Report #A20W0067: C-FJDZ, an Air Partners Corp. Cessna 750, was operating as flight SDE755 (CAR604) from Calgary, AB (CYYC) to Red Deer, AB (CYQF) with 2 flight crew and no passengers on board. During landing gear extension on approach into CYQF, the flight crew received a hydraulic system caution light. They conducted a missed approach, completed the appropriate checklists and decided to return to CYYC. ARFF was put on standby for the arrival into CYYC and the aircraft landed uneventfully on Runway 17L. The aircraft stopped on the runway using emergency braking and the aircraft was towed clear. Maintenance found that a main landing gear hydraulic line had burst, which in turn depleted the hydraulic fluid. The line was replaced and the aircraft returned to service.
UPDATE from Airworthiness: A Civil Aviation Safety Inspector (CASI) looked into this occurrence. The operator/maintenance investigation indicated that the aircraft indicated low "Hydraulic Oil System A" in flight. As per the checklist procedures, the aircraft returned to Calgary, AB (CYYC) and notified air traffic control (ATC) of the issues. The aircraft successfully completed a landing in CYYC using emergency brakes. The maintenance crew discovered that the right-hand (RH) main landing gear retraction hose had burst. Maintenance corrective actions involved repairing the aircraft and replacing the RH main gear retraction hose. The aircraft was then returned to service. The hose is original to the aircraft. Maintenance researched Service Bulletins (SBs), and Service Letters (SLs). None were applicable to the part in question. A Service Difficulty Report (SDR) was submitted. Awaiting review and response from the manufacturer.

TSB Report #A20C0061: C-FKKZ, an Air Tractor AT-401B operated by Western Canadian Aerial, was to conduct a local fungicide application flight from Neepawa (CJV5), MB. On the initial part of the takeoff roll, on Runway 22 in CJV5, the aircraft started drifting to the left. The pilot attempted to correct the drift but was unable to obtain full forward travel of the right rudder pedal. The aircraft experienced a runway side excursion, to the left of the runway, and came to rest in a ditch that runs parallel to the runway. The pilot was uninjured and the aircraft sustained substantial damage to its wings, propeller, engine and tail wheel. A minimal amount of fuel leaked from the aircraft but none of the fungicide leaked. The ELT did not activate. A post-accident inspection revealed scratch marks and an indentation on the hopper by the right rudder pedal in line with the rudder pedal adjustment t-pin. A service difficulty report has been filed by the company to Transport Canada.

A Provincial Airlines de Havilland DHC-8-102 (C-FDND/PVL1902) from Sept-Îles, QC (CYZV) to Wabush, NL (CYWK) executed a missed approach due to possible debris on the runway. A vehicle inspected the runway for debris and none was found. The aircraft then landed without incident. No impact to operations.

A Helijet International Sikorsky S-76A (C-FZAA/JBA905) enroute from Vancouver/Harbour (Public), BC (Heli) (CBC7) to Nanaimo Harbour, BC (Heli) (CDH5) called PAN PAN with control issue. The aircraft diverted to Vancouver Intl, BC (CYVR) and landed at helipad Charlie. Aircraft Rescue and Fire Fighting (ARFF) responded.
Update TSB Report #A19P0168: C-FZAA, a Sikorsky S-76A helicopter operated by Helijet International, was conducting flight JBA905 from Vancouver Harbour Heliport (CBC7), BC to Nanaimo Harbour Heliport (CDH5), BC with 2 crew and 8 passengers on board. When the aircraft leveled off at 1000 feet ASL, the pilot flying (PF) felt binding in the cyclic (roll axis). Thinking it was an issue with the cyclic force trim, the PF attempted to clear the problem by engaging the R/H cyclic trim button several times and informed the pilot monitoring (PM) of the situation. The PM checked the pressure gauges and the caution system for abnormalities and found none. The PF passed rotorcraft control to the PM to confirm the binding and to check the force trim release on the L/H cyclic. After troubleshooting did not clear the binding in the cyclic, the crew decided to divert to Vancouver Intl (CYVR), BC and declared a PAN PAN requesting priority for a runway. In close proximity to the airport, the binding in the cyclic ceased and the crew chose to land on the helipad with the option of using the connected taxiway for a run on landing if necessary. The rotorcraft landed safely and taxied in. Upon inspection, Helijet maintenance found that the Magnetic Brake was sticking "on". They installed a serviceable Magnetic Brake assembly, conducted a satisfactory flight control freedom of movement inspection, and the aircraft was returned to service.

The pilot of a Jazz de Havilland DHC-8-301 (C-GNON/JZA8246) on a flight from Vancouver Intl, BC (CYVR) to Castlegar/West Kootenay, BC (CYCG) reported a bird strike upon touching down on Runway 33. The bird was reported to be a hawk. The vehicle operator was sent to inspect the runway for debris. None found. Vehicle operator advised that the hawk was lodged in the wheels of JZA8246. Pilot reported no damage and departed on schedule. No impact on operations.
UPDATE from Airworthiness: A Civil Aviation Safety Inspector (CASI) looked into this occurrence. The flight crew of DHC-8-301 (C-GNON/JZA8246/Tail 302), following company procedure LMP12, recorded the bird strike in the technical record, contacted the Maintenance Operational Controller (MOC), as there was no maintenance at this location. The aircraft was inspected with no damage noted, and released (deferred) to continue to a maintenance base. Company maintenance subsequently inspected the aircraft and returned it to service when no damage was found.

Aviation Incident Report #16637: Due to mechanical issues, including "the starter", a strong smell of gasoline and smoke got into the cabin of a Sunwing Airlines flight from Toronto/Lester B. Pearson, ON (CYYZ) to Montego Bay, Jamaica (MKJS). This matter triggered respiratory symptoms for a number of passengers.
UPDATE from operator: Update to aircraft information and event: Sunwing Airlines Inc. staff performed extensive searches of their records/databases amongst multiple operational departments and none were able to find any records or documentation relating to “a smell of gasoline and smoke” or “respiratory symptoms for a number of passengers” for this flight, a Sunwing Airlines Inc. Boeing 737-8Q8 (C-GTVG) from Toronto/Lester B. Pearson, ON (CYYZ) to Montego Bay, Jamaica (MKJS), as reported in the original CADOR narrative.

A North Star Air Pilatus PC-12 (BF706) departed VFR on a flight from Lansdowne House, ON (CYLH) to Thunder Bay, ON (CYQT) and contacted East Low specialty for an IFR clearance at 2202Z. The flight crew stated they had filed an IFR flight plan, but there was none in Winnipeg (CYWG) Canadian Automated Air Traffic System CAATS.

An M. Cross Enterprises Ltd. Sundance SBA90 (C-GBGY) hot air balloon, origin and destination unknown, called the tower whilst in the air saying they had departed from Brooklyn, approximately 4 miles NW of Toronto/Oshawa, ON (CYOO) and were heading northbound.

The St. Catharines/Niagara, ON (CYSN) flight service station (FSS) advised the London (YXU) Flight Information Centre (FIC) that an American, corporately registered Cessna 172S (N526ER) arrived at CYSN from the United States. CYXU had received three proposed transborder flight plans from two different departure points, none of which were activated. Confirmed by the United States FSS.

An Aginty Inc. Columbia LC42-550FG (C-GPKS) from origin unknown to Ottawa/Carp, ON (CYRP) had a flat tire on the runway at CYRP at 2042Z. NOTAM issued until 2200Z. Effect on aviation services unknown.
Aviation Incident Report #16151: Aircraft C-GPKS landed on Runway 28 without incident. While back tracking to Taxiway Alpha, the port tire experienced a flat tire. The aircraft was unable to continue taxiing and remained on the runway for approximately two hours. NOTAM was issued, closing the runway. Aircraft was removed and NOTAM cancelled. Runway was inspected for debris, and none was found.

An Air Canada Rouge Boeing 767-300 (ROU1713) from Punta Cana, Dominican Republic (MDPC) to Toronto/Lester B. Pearson, ON (CYYZ) was instructed to execute a missed approach due to departure traffic, an Air Canada Boeing 777 300 series (ACA856) from Toronto/Lester B. Pearson, ON (CYYZ) to London/Heathrow, United Kingdom (EGLL) requesting a runway inspection prior to take-off due to the possibility of foreign object debris (FOD). None found. No other operational impact.

Aviation Incident Report #16222: A training glider, an American corporately registered Schweizer SGS 2-33A (N2964H), operated by a student pilot was completing a Private Pilot Checkride with a Federal Aviation Authority (FAA) Designated Pilot Examiner (DPE) onboard at Hood River/Ken Jernsted Airfield, OR (K4S2). A privately registered Cessna T182 from Hood River/Ken Jernsted Airfield, OR (K4S2) to Calgary/Springbank, AB (CYBW) was doing a run-up with multiple souls on board (4). Multiple witnesses heard the glider make calls on the downwind, base and final. The Cessna T182 pulled out in front of the glider during final. K4S2 has a large glider operation and it is noted on the chart. Chief Flight Instructor intended to have a discussion about this unsafe departure with the Cessna T182 operator. Reports to the United States FAA will be made.

A North Cariboo Flying Service de Havilland DHC-8-311 (C-GLWN/NCB4055) from Kirby Lake, AB (CRL4) to Kelowna, BC (CYLW) experienced an "indicator" issue en route. Requested and received clearance to Calgary, AB (CYYC).
UPDATE from Airworthiness: A Civil Aviation Safety Inspector (CASI) looked into this occurrence. During cruise, the crew of NCB4055 noticed the right hand (RH) Gas Generator Speed (NH) jumping from 96-100.3% on the gauge, none of the other gauges fluctuated. The flight crew contacted the company Maintenance Operations who advised the crew to divert to CYYC. Centre was advised of the deviation and further advised that it was for an instrument related issue and was not an emergency. Upon arrival in CYYC, company maintenance was unable to recreate the defect however the NH Indicator and probe were replaced and code 33 signal cleared for the Electronic Engine Control (EEC). A satisfactory ground run was conducted no defects or codes present and the aircraft was dispatched the following day. When the crew returned to base they advised of a single event where the engine failed to accelerate when the power lever was advanced. The takeoff was rejected and once clear the engine was tested with no additional faults. Subsequently, the engine operated normally. When the aircraft returned to base the crew advised maintenance of the single event, at this time maintenance found that the EEC Code 33 had returned, the EEC was replaced, the code cleared and aircraft returned to service.

An Excel Flight Training Incorporated Piper PA-28-151 (C-FULQ) from Lethbridge, AB (CYQL) to Lethbridge, AB (CYQL) observed on radar entering the mandatory frequency (MF). Numerous attempts were made to contact the pilot, none were successful. A few radio squelch breaks an interference heard. The aircraft performed a stop and backtrack on Runway 21 then departed south west (SW).

The airport manager (APM) advised (ADZ) that the Royal Canadian Mounted Police (RCMP) was chasing an individual who potentially jumped the airport fence. The flight service station (FSS) did not observe anyone airside. RCMP ADZ the individual was apprehended and did not appear to have been airside. The pilots were advised by FSS and none reported visual on pedestrian. No impact on operations (OPS).

An Air Spray Lockheed 188C (C-GZCF/ASB490) from Slave Kale, AB (CYZH) to Red Deer Regional, AB (CYQF) declared an emergency at 1748Z due to faulty gear. The aircraft landed gear up at 1824Z.
Update TSB #A19W0080: C-GZCF, a Lockheed 188C Electra aircraft operated by Air Spray (1967), was conducting ferry flight ASB490 from Slave Lake (CYZH), AB to Red Deer Regional (CYQF), AB with 2 pilots and 2 aircraft maintenance engineers on board. During landing gear retraction on departure from CYZH, the left main landing gear did not retract properly. As the flight crew continued the flight to CYQF, various attempts to extend the landing gear were made while troubleshooting, however none were successful. Subsequently, the decision to land the aircraft with all landing gears retracted was made. In preparation for the landing, the aircraft dumped fuel and ARFF was placed on standby for the arrival. The aircraft touched down on Runway 35, and came to rest approximately half way down the runway, with the right wing in the grass on the east side of the runway. The flight crew evacuated; there were no injuries or post-landing fire. There was some minor damage to the belly mounted retardant tank and to all blades on the four propellers.

An American, privately registered, amateur built Q-200 aircraft (experimental) from Palmer, AK (PAAQ) to Whitehorse/Erik Nielsen, YT (CYXY) landed at CYXY and requested to close their transborder flight plan. None on file.

The Watson Lake, YT (CYQH) community aerodrome radio station (CARS) called to report picking up a strong emergency locator transmitter (ELT) signal. to The hangars were checked to see if someone was doing any maintenance on an aircraft. The Whitehorse, YT (YXY) flight information centre (FIC) was contacted to verify if there were any aircraft inbound or outbound to CYQH. There were none. The Joint Rescue Coordination Centre (JRCC) Trenton was advised and they phoned back a couple of minutes later to say that the signal was located and the ELT was turned off.

Pilot of a privately registered Cessna 172P from Quebec/Neuville, QC (CNV9) to Summerside, PE (CYSU) reported that, at approximately 2140Z on August 31st, after arriving at CYSU and taxiing to Apron I, the aircraft almost collided with cones covering the taxiway and apron. Pilot said it was "near dark" and cones were not reflective. They had checked NOTAMs before departing on flight and found none. They were told by someone at CYSU when they arrived that there was a NOTAM (there is none in the database) regarding racing all weekend on the apron. Pilot re-filed a new flight plan list (FPL) today, checked the NOTAMs with the London Flight information Centre (FIC), and noticed that there was no NOTAM. When contacted, universal communications (UNICOM) said they didnt issue a NOTAM because the racing is on the apron.

At 7 miles final for Runway 32, a Jazz de Havilland DHC-8-402 (C-GYJZ/JZA8993) from St. Johns, NL (CYYT) to Halifax/Stanfield, NS (CYHZ) declared MAYDAY with a possible fire in the baggage compartment and requested aircraft rescue and fire fighting (ARFF). JZA8993 landed at 1621Z, taxied off the runway and stopped for inspection by ARFF at the entrance to the apron. No smoke observed and no heat detected by ARFF so Jazz (JZA) taxied to a gate for further inspection. Minimal delays to departing and arriving aircraft as runway was immediately inspected and returned to operation.
UPDATE from Airworthiness: A Civil Aviation Safety Inspector (CASI) looked into this occurrence. On final the Flight Crew received an aft baggage smoke warning. The Crew, following the Quick Reference Handbook (QRH), discharged the aft Fire Bottles. An Emergency was declared. The aircraft landed without incident. After landing ARFF met the aircraft to check for smoke or fire, there was none. The aircraft taxied to the gate. Maintenance replaced the aft Fire Bottles, performed an operation test of the detectors, and an operational test of the extinguisher bottle pressure switches. The system checked serviceable. Maintenance replaced the two aft Smoke Detectors. Service difficulty Report No. 20190424003 was submitted.
Update TSB #A19A019: C-GYJZ, a Bombardier DHC-8-400 aircraft operated by Jazz Aviation LP, was conducting flight JZA8993 from St. John’s Intl (CYYT), NL to Halifax/Stanfield Intl (CYHZ), NS. During the final approach to Runway 32 at CYHZ, the flight crew received an aft baggage smoke indication. The flight crew followed the QRH, discharged the fire bottles, and declared a MAYDAY. The aircraft landed without further incident. ARFF met the aircraft and checked for smoke or fire. After determining that there were no signs of fire, the aircraft taxied to the gate. The operator’s maintenance replaced extinguishers and conducted operational tests of the system before the aircraft was returned to service.

TSB #A18Q0152: C-GJOP, a de Haviland DHC-8-102 aircraft operated by Air Creebec, was conducting IFR flight CRQ906 from Waskaganish, QC (CYKQ) to Val dOr, QC (CYVO) with 3 crew members and 20 passengers on board. Just after the rotation while taking off on Runway 24 at CYKQ, the right engine surged to a high torque, before going down to zero torque. The flight crew shut the affected engine (Pratt & Whitney Canada PW120A) down and carried out a VFR circuit to return to land at CYKQ without further incident. None of the occupants was injured. The aircraft sustained no damage.

Six hot-air balloons?two Cameron Balloons Z-210 (C-GGTF and C-GGTY), a Lindstrand Balloons LBL 150A (C-FROH), a Cameron Balloons Z-105 (C-GGTW), a Fantasy Sky Promotions Fantasy Eight (C-GJAQ), and a Sundance SBA90 (C-FBFA)?were in the Saint-Jean, QC (CYJN) control zone between 1136Z and 1155Z without the prerequisite communication. No impact on operations.

A truck (ST1) and 4 lawn tractors were authorized to access Taxiway D, away from Runways 06 and 11. The authorization was correctly re-read by all the vehicles. During the visual scan, air traffic control (ATC) noted that the truck was within the runway protected area and asked the vehicle to leave immediately. The operational impact involved an Air Cadet League of Canada (Quebec) Schweizer SGS 2-33A (C-FARD) glider on a flight from St. Jean, QC (CYJN) and landing at St. Jean, QC (CYJN) being redirected to land on the grassed area parallel to Runway 06 to avoid conflict with the vehicle.

The pilot of a Verbisky Enterprises Ltd. Cessna 180J (C-GHXO) on a flight from Fort St. John, BC (CYXJ) and landing at Fort St. John, BC (CYXJ) reported feeling sick and light headed while conducting a survey flight 20 miles Northeast, possibly due to forest fire smoke. No emergency was declared but the Aircraft Rescue and Fire Fighting (ARFF) unit was requested and responded. No impact to operations.
Update TSB Report # A18W0121: C-GHXO, a Cessna 180J aircraft operated by Trek Aerial Surveys, was conducting pipeline patrols approximately 30 nm East of Fort St. John, BC (CYXJ) with one pilot and one observer on board. The area of inspection features a significant amount of oil and gas production infrastructure. After flying for about 3 hours, the amount of forest fire smoke had increased significantly. Coincidentally, the pilot and the observer began to feel out of sorts; cognition was reduced. The pilot decided to head back to CYXJ out of precaution and while en route, the ability to concentrate became more difficult for both the pilot and the observer. ARFF was on standby for the landing, which was uneventful. Both the pilot and observer were met by EMS for observation and nothing significant was noted. The aircraft exhaust system was checked for leaks, and none were found.

CYA 110 (H) activated as per normal procedure from 1900Z until 2200Z to 2500 feet. At 2215Z, hang gliders still operating in the area were visually observed from the Victoria Int'l, BC (CYYJ) tower. Though none were affected, IFR aircraft from the south would have been unable to conduct unrestricted visual should they have requested it.

Vancouver Harbour Flight Centre (VHFC) staff telephoned the control tower to advise that a group of people were lighting sky lanterns on a dock at Harbour Green Park adjacent to the float plane docks. The lanterns were airborne and drifting upwards, potentially towards the eastbound approach for the water landing Area A. An additional concern was that the sky lanterns could drift over the fuelled aircraft at the float plane docks and the aircraft fuelling facilities.Tower contacted 911, the Port of Vancouver Harbourmaster's Office, and the Vancouver Park Board (owners of the dock). The Harbourmaster's workboat was first on the scene and they convinced the people to stop launching their sky lanterns. The tower observed that approximately a dozen lanterns were launched. The tower had switched to a westbound landing operation and no aircraft operations were affected, largely due to the fact that sunset was at 0026Z and the float plane operators had ceased operations for the day. The aircraft were being serviced at the float plane docks and personnel there were alerted to observe the sky lantern activity to ensure that none landed on or near any aircraft.

A Swiss Red Wings AG Robinson R66 on a trans border flight from Municipal Airport Sanderson Field, MI (KANJ) to Sault Ste. Marie, ON (CYAM) called to close a flight plan (FP). There was none on file, and it claimed to have filed online. The records indicate a delay was received, as well as a departure, but there was no FP from Aeronautical Fixed Telecommunication Network (AFTN) address EDDMKSTX.