Your oceanic clearance will be coordinated by the facility transferring you to Oakland Oceanic (ZAK). There is no action needed on your part, though you may be asked to give an ETA (time estimate) at a fix on your route. If there is no ATC online prior to you reaching ZAK airspace, you still do not need to request an explicit oceanic clearance to operate in ZAK.

When you are operating a modern aircraft, controllers will generally assume your aircraft is CPDLC and ADS-C capable. In this case, we assume that your aircraft's equipment is providing automated position reports, and there is no action required on your part, unless ATC specifically requests a position report.

Pilots are not required to simulate CPDLC and ADS-C, although it is generally preferred and is the most realistic operation over the Pacific. Pilots are required to inform ATC when not simulating CPDLC and ADS-C.

If you are flying an aircraft without CPDLC and ADS-C, or you do not wish to simulate CPDLC and ADS-C, you will have to report your position as follows:

• Aircraft identification (callsign)
• Position and time (crossed waypoint and time crossed)
• Altitude or flight level
• Next reporting waypoint and ETA
• Subsequent reporting waypoint

• If operating on a published route (such as the A, B, R-routes, or PACOTS), report using the route's waypoints or geographic coordinates.
• If operating on a random route:
  • For flights whose tracks are primarily east and west, report over each 5 degrees of longitude. Report over each 10 degrees of longitude if the speed of your aircraft is such that 10 degrees of longitude will be traversed within 80 minutes or less.
  • For flights whose tracks are primarily north and south, report over each 5 degrees of latitude. Report over each 10 degrees of latitude if the speed of your aircraft is such that 10 degrees of latitude will be traversed within 80 minutes or less.

When you are operating a modern aircraft, controllers will generally assume your aircraft is CPDLC, ADS-C, and SELCAL capable. If you file an ICAO equipment code and/or remarks, controllers may look at that to determine your aircraft's capabilities. If you are simulating an aircraft with no CPDLC/ADS-C capabilities, ensure your ICAO equipment code is filed correctly and advise the controller that you would like to simulate the appropriate procedures.

Ensure you have a valid SELCAL code filed in "SEL/" field in the remarks and log in with the same code using your pilot client. You can find more information about SELCAL here ↗. SELCAL is simulated through your pilot client.

CPDLC in ZAK airspace is simulated through VATSIM private messages. ZAK does not use Hoppie or other CPDLC simulations.

You can find a quick reference to the ICAO equipment codes here ↗. The most relevant ones are written below. Unless you have filed the appropriate equipment code and advise the controller, they will assume your aircraft is equipped with ADS-C & CPDLC (FANS1), and is RNP4 capable provided your aircraft is GNSS equipped.

Navigation/Communication Equipment (Field 10a)

• J1-J7: CPDLC
• R:PBN (must include PBN code in "PBN/" remarks field)

• D1/G1: ADS-C

• PBN/L1: RNP4 capable
• PBN/D1: RNAV1 capable

In the real world, oceanic controllers do not directly talk to aircraft on frequency, and relay instructions through a radio operator; a controller directly interacts with aircraft only through CPDLC.

On VATSIM one controller typically serves the roles of both controller and radio operator, however, they will simulate both roles separately. When talking on the frequency, the callsign of the controller is San Francisco Radio since you are simulated to be communicating with the radio operator.

Below is a typical sequence of going from a domestic/adjacent controller to ZAK:

1. The domestic controller will instruct you to squawk 2000 and call San Francisco Radio on the appropriate frequency
2. Once communications are established, the radio operator will perform a SELCAL check with you; if successful, you will be instructed to maintain SELCAL watch; when on SELCAL watch, you can turn down your radio frequency, your pilot client will notify you when you receive a SELCAL.
3. Simultaneously, you will receive CPDLC/ADS-C connection confirmation from the oceanic controller (if assumed capable)

1. If the subsequent facility utilizes CPDLC, you will receive a "NEXT DATA AUTHORITY" message from the ZAK controller
2. The radio operator will issue the frequency on which to contact the next controller
3. If the next controller does not use CPDLC you will instead receive an "END SERVICE" message indicating the end of CPDLC services.

Positions reports must be given in the current real world zulu time. If you fly using times other than real world you must convert your position report time to the current time in zulu before passing your position report to ATC.

Time compression may be used with ATC approval in accordance with the following procedures:

• Time compression flight shall be available between FL380 and FL410 and controllers will make efforts to clear these altitudes when an aircraft requests time compression flight.
• ATC may deny or suspend the use of time compression due to traffic volume or complexity.

VFR flights may be conducted in the airspace surrounding Pacific Islands within the ZAK FIR:

• Between sunrise and sunset
• When operating less than 100nm from any landmass
• Below FL200

On VATSIM, Oakland Oceanic is identified as ZAK_FSS. ZAK_FSS covers the airspace within the ZAK FIR on both sides of the international dateline. During event times, you may see more than one ZAK controller logged in. The preceding ATC facility will transfer you to the correct controller, or, if you are coming in from uncontrolled airspace, call one of the controllers with a position report and they can help you get to the correct controller.

You can find all of the above information and more in the Pacific Chart Supplement, found on this page . Look for the table at the bottom of the page, under the "Current Edition Date" column and choose the file that starts with "CS PAC".