Caravan 208B
Flight Crew Air Transport Pilot (ATP)
Training / Qualification
Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy
Flight Crew Became Reoriented
Human Factors
I operated C208B and I used my personal cellphone inflight to communicate with Dispatch. While enroute to ZZZ; monitoring ATIS; ZZZ went below landing minimums. I checked local airports in the vicinity through the inflight flight information service and determined ZZZ1 was a suitable alternate. I notified ATC to change my alternate to ZZZ1. I calculated my fuel reserves and determined that I only have enough loiter fuel for one turn in holding before having to proceed to my alternate. With additional traffic inbound to ZZZ1 and stacked holding; my fuel situation dictated that my better cause of action would be to proceed immediately to alternate and wait the weather out on the ground there. My 20 past years of flying; before mandatory retirement; lead me to believe that a call was necessary to Dispatch to inform them of the situation and course of action. I would normally have contacted ARINC and requested a phone patch without ACARS equipment. Company never trained caravan pilots for this option; nor provided the contact frequencies; although it is in their General Operations Manual. So; I made the bad decision to use my personal cell phone to contact Dispatch. In addition to making the call in a non-emergency circumstance; informing dispatch is not a requirement what-so-ever for this part 135 operation. I was later debriefed by the Company station manager that this violated Federal Aviation Regulations. I was informed two days later and put on suspension pending investigation. On my own initiative; I researched ARINC frequency distribution; found the frequency for Radio in our primary operating area. Next day; I ran a successful phone patch test to dispatch. After arriving at base; I made available the ARINC location grid and ground facility frequency guide to my fellow crew members. I was informed/educated that there is no requirement to be in contact with Dispatch in part 135 operations. My mistake entirely. My flying career in the USAF and my twenty years of flying part 121 operations lead me mistakenly assume that our dispatch has to be in the decision process of aircraft movement. I stand corrected and seriously consider resigning my position as a caravan captain.
C208B pilot reported he contacted Dispatch with his personal cell phone when required to divert due to weather conditions. This is not a part 135 requirement and violated FARs.