Commercial Fixed Wing
Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Workload; Troubleshooting; Situational Awareness; Distraction
Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Flight Crew Overcame Equipment Problem; General Maintenance Action
Aircraft; Company Policy; Environment - Non Weather Related; Human Factors
I was First Officer and pilot monitoring for a reposition flight from ZZZ to ZZZ1. When I arrived to the airplane; the Captain was already there with multiple maintenance technicians working through a dual inoperative GPS situation. The consensus was to defer both GPS units; along with the associated MEL items. After processing our 9 MELs during our pre-flight discussion we waited approximately two hours for a flight plan to be filed due to the issue with ADS-B being inoperative.During the after-start checklist; the CONT CAB ZONE TEMP fault appeared on Master Caution recall. We complied with the QRH and MEL and contacted Maintenance Control for deferral under the 'flight crew placard' option. The Captain and I discussed the phrase in the QRH; 'if the light extinguishes when Master Caution System is reset; no further action is required' - and he noted that this does not alleviate us from the need to defer the item per the MEL XX-XXY. Along the same time; the Captain noted that the 'dispatch alert' box was unchecked; so after the deferral was complete we resumed normal operations.After takeoff we experienced two additional master recall lights - 'Anti-Skid Inop' and the 'Reverser' on the overhead panel.Shortly after we leveled off at cruise altitude the dispatcher asked if we had added a new deferred item after pushback. We responded that we had; that it was XX-XXY. He advised us to fill out a report; despite the 'dispatch alert' box not being checked.The reposition flights after long-term storage lend themselves to multiple maintenance related issues and could be planned ahead to be operated by Functional Check Flight pilots.The filing of our flight plan took nearly two hours. Not knowing the exact cause of the issue; it would be helpful for future flights to review the process for filing flights with inoperative GPS and ADS-B to minimize future delays.
Aircraft X was a reposition flight for aircraft (tail) in storage several months.  The aircraft was dispatched with multiple MELs.  We waited over two hours for Dispatch to be able to get ATC to accept a flight plan into the system for a clearance.A Control Cab 'Zone Temp' light illuminated during Master Cation recall during the after-start checklist.  QRH procedures were followed and Maintenance control was contacted for a crew MEL (XX-XXY) before departure despite the misleading 'No further action required' guidance in the QRH.Two more master caution lights were encountered after takeoff (Master caution 'anti-skid and reverser.')Dispatch sent an ACARs message after level off advising us to submit a report for not getting an amended release for XX-XXY before departure.  We responded that a Dispatch alert is not required for XX-XXY.  Dispatch responded 'They give us a heads up anyway.'  We did not believe we violated any maintenance/dispatch procedures but were led to believe we had.Reposition flights from long term storage are a severely irregular operation and should be conducted by the Functional Check Flight department.
Pilots reported equipment issues on a flight due to the aircraft having been in storage for several months.