Recent float plane activity on Lake Couchiching is causing waves for those who live in the area, with a local airport official say it’s only a matter of time before there’s an accident.
Among the worries floating around are questions about why the Lake Country Airways seaplane base is now using the lake and Cape Resort as its base of operations and how it was approved.
“We have lived peacefully on this lake for 23 years,” says Belinda Robichaud.
Her home is in Cumberland Beach, directly across from the location where Lake Country Airways operates at The Cape Resort on Rama Road.
“Our main concern is the fact that virtually no one had heard that this base was even being considered, let alone actually installed. Were there notifications sent to the lakefront homeowners and associations?” she asked.
Anita Matthews has lived in Longford Mills for 10 years. She is another resident in close proximity to Lake Country Airways’ aerodrome and noticed the consequences of increased plane activities this spring.
On the morning of May 16, Matthews sat outside with a coffee and watched five or six planes coming and going from The Cape Resort.
“They’re flying lower,” she observed.
Familiar with the activity from the Orillia Ramara Regional Airport (ORRA), she noticed “about 40 per cent” of the planes she sees are not flying as high in the sky as she is used to.
“The most disruptive thing is the noise pollution,” she said.
Annoyed by needing to stop her conversation “every 20 minutes” for about two hours, and remembering previous coverage about the seaplanes, she wrote a letter to OrilliaMatters.
Numerous residents are worried about the safety of swimmers, boaters, and the many people enjoying recreational activities on the lake.
“Expecting swimmers to wear colourful bathing caps is absolutely ludicrous. That is a choice,” Matthews said.
In aviation, there is a rule that anything below the plane has the right of way, said Kelly Ewing, owner of the ORRA.
If, for example, there is a boat in the bay where a seaplane is attempting to land it must circle around until the way is cleared.
For landing a seaplane, specifically, both wind and wave conditions are considered, Ewing explained.
“It’s not like steering a boat. The plane only has water rudders,” said Ewing.
A seaplane has far less manoeuvrability than a boat. It cannot be stopped on the water as it continues to glide even when the propellers are turned off, he described.
This means the pilot must commit to directing it without being able to reverse or immediately stop.
“Another concern is whether or not Rama First Nation was advised this base was going to be installed. I would think out of due respect, there should have been a lot more transparency here,” wrote Robichaud.
Matthews also contacted Simcoe North MP Adam Chambers about the aerodrome.
“Given Couchiching sees a high number of recreational users and camps in the summer, I’m concerned the regulations do not require public consultations with residents and others who share the water,” Chambers told OrilliaMatters.
He has conversed with residents and he said his office is working with Transport Canada (TC) to improve regulations.
Matthews wonders how an aerodrome can be established in a residential vicinity without public notification. Many people might not know what an aerodrome is, she pointed out.
An aerodrome is the area, whether on land or water, designed and equipped for aircraft to arrive and depart from. A key distinction is that all airports are aerodromes, but every aerodrome is not an airport.
A water aerodrome may be non-registered, registered, or certified with TC and considered an airport. The Canadian Aviation Regulation (CAR) does not require public notification for water aerodromes.
Registration of a water aerodrome is voluntary but all aerodrome operators follow federal regulations – such as having a way to determine wind direction – even if not registered. If the aerodrome does not meet certain safety requirements, it cannot be registered.
The Lake Country Airways water aerodrome, also known as a seaplane base, is used to charter flights and train pilots.
The reason Lake Country Airways moved from Lake St. John to Lake Couchiching is because the ORRA did not renew the lease.
In addition, the owners and operators of Lake Country Airways are banned from the airport property.
Ewing bought the airport from Clayton Smith in 2023. Smith currently owns The Cape Resort property where Lake Country Airways now operates on Lake Couchiching.
Ewing confirmed the no-trespassing order is not related to any safety issues. However, he said that ORRA employees have expressed worries of a collision.
“It’s not (a matter of) if there’s a collision, it’s just when,” said Ewing.
He reported to the Transportation Safety Board (TSB) of Canada warning of the dangers with the aerodrome located at The Cape Resort.
Its flight paths intersect those of the ORRA.
The airport is able to have both land and water runways by keeping their paths separate.
Float planes taking off from the water do not cross the flight paths of the planes using its land runway, Ewing explained. Planes leaving by land are directed to the south; while its aerodrome on Lake St. John loops planes to the north.
All airports are logged in the flight supplement, a book pilots are required to read. So, from a safety standpoint, Lake Country Airways pilots are aware of the ORRA flight patterns.
The issue is that seaplanes leaving Lake Couchiching do cross paths with the planes leaving the ORRA runway.
Considering the space of the sky, there are countless planes in flight at one time.
How can the location of one aerodrome so gravely impact a nearby airport? Are there not communication protocols to prevent collisions?
“There’s definitely communication protocols, but there’s not usually two different runways that close together,” said Ewing.
More importantly, then, how can an aerodrome be permitted to operate in a location that poses a safety threat every time a plane takes off or lands?
Transport Canada (TC) was asked if the reports were received and what actions it can or will take with regard to the dangerous flight paths.
“Transport Canada has received correspondence regarding the operational use and new location of the Lake Country Airways aerodrome and will be addressing the separate concerns directly with the writers, in accordance with our regulatory mandate,” said Hicham Ayoun, senior communications advisor, media services and issues management.
“While Transport Canada regulates aviation safety in Canada, it does not approve individual flight paths,” said Ayoun.
It’s thought that Lake Country Airways pilots land at the ORRA water aerodrome because of the environmental conditions on Lake St. John. It’s calmer than Lake Couchiching and they’re training pilots.
Lake St. John’s bay is more protected by the proximity of land and trees. The bay of Lake Couchiching is more open, so more wind and waves can make it difficult to land a float plane.
Randy Stratton, owner/operator of Lake Country Airways refused to comment on float plane safety or the conditions on Lake Couchiching “at this time because there’s too much hearsay out there.”
Pilots operating within five nautical miles of an aerodrome must call it in. However, ORRA employees said that Lake Country Airways pilots do not always do so.
“There’s going to be an accident,” said Ewing.
In the first week of May, an injury at Lake Country Airways was reported to the TSB. A pilot was injured by attempting to redirect a seaplane when the wind caused it to veer away from the dock.
The TSB class five investigation does not convey any broad safety issues from the incident.
Transport Canada is aware of the incident.
“Should any safety issues or regulatory non-compliance be identified as a result of the Transportation Safety Board’s investigation, Transport Canada will not hesitate to take appropriate action,” said Ayoun.
However, people in the aviation community still wonder how an experienced pilot can get their hand caught in a propeller.
“If they are getting hurt, could you imagine a student or innocent bystander going there?” asked an ORRA official.
Stratton also refused to comment on the May accident.
The TSB conducts independent investigations in order to identify safety shortfalls and recommend improvements in the transportation sectors.
On its watchlist for aviation, the TSB reports that “over 90 per cent of Canadian commercial aviation operators are not required to have a formal safety management process.”
“Many are smaller operators that continue to miss opportunities to improve safety,” it states.
There were 766 accidents that involved operators who do not require a safety management system between 2010 and 2025. Of those accidents, 221 involved a fatality.
The CAR does not require flight training units to have a safety management system. The TSB also reports that in the same 15-years, flight training units were involved in an additional 319 accidents of which 21 resulted in fatalities.
Residents who have questions or concerns specific to an aerodrome should contact Transport Canada though its Civil Aviation Communications Centre contact form.
By Danielle Pitman, Local Journalism Initiative Reporter
Original Published on Jun 01, 2026 at 13:42
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