Narrative:

When I attempted to view the flight planning paperwork in sabre; it was not available. I attempted again several times to retrieve our flight planning paperwork; but it was unavailable. There was a MEL code in place of where the flight plan and dispatch release should have been in sabre. I proceeded to the aircraft where I met the captain. I asked him if he had had the flight plan and dispatch release since I was unable to download it. He looked for the hard copies of the release and flight plan and then realized they were missing from the paper work. He also mentioned that he had downloaded the flight plan and release prior to having arrived in the crew room; but then recalled he was unable to print all of the paperwork later when he arrived. He still had the original paperwork downloaded on his ipad. At this time we both had already noticed the TCAS had just been placarded inoperative and we had already received a message over the printer indicating that as well.while I attempted to reach the dispatcher over the ACARS and on the phone; the captain reviewed the logbook and MEL. He indicated that the logbook looked correct and the maintenance procedures had been complied with correctly. At this point; I was on the phone with the dispatcher explaining that we were unable to print a hard copy of the release and flight plan; which was required for international flights. The dispatcher initially refused to make an attempt to reload the flight paper work into sabre for our review and made it a point to tell me that he did not need to issue a new release since the MEL item was not performance limiting. The dispatcher continued to insist that we should have printed out the flight plan upon initially reviewing it and continuously delayed any attempt to reload the paper work in sabre. After about 10 minutes on the phone with the dispatcher the connection was lost. I called operations over the radio and advised them of our situation. The captain also called the duty manager and left a message describing our communication with the dispatcher. The captain later filed an irregular operations report regarding the dispatcher's refusal to cooperate; rudeness; attitude; and role in delaying the flight's departure.after a lengthy delay a new release was generated and hard copies were obtained for our review. The release did show the TCAS as an MEL item; but did not include any restrictions.two days later I received an email from the chief pilot's officer (cpo) that we operated the flight illegally with the TCAS inoperative. The captain and myself were advised this was our official notification to file a safety report. Later in the day; I received a follow up email from the cpo indicating that operations from this base were exempt from the MEL restrictions of operating with TCAS inoperative and that filing a safety report was no longer necessary. After reviewing the MEL and consulting with others; I came to the conclusion/ interpretation that the flight was operated illegally given the intent of the MEL.I also did further research on my own and found out there are restrictions on flying in japanese airspace without TCAS. Other countries including china have restrictions/ prohibitions as well. These restrictions are not mentioned anywhere in any of the publications that our company provides to the pilots.

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Original NASA ASRS Text

Title: A First Officer reported requesting Dispatch make a new release available because they could not print from Operations. After discovering the TCAS inoperative with an international destination; Dispatch still refused to issue new release up until the flight was delayed without it.

Narrative: When I attempted to view the flight planning paperwork in SABRE; it was not available. I attempted again several times to retrieve our flight planning paperwork; but it was unavailable. There was a MEL code in place of where the flight plan and dispatch release should have been in SABRE. I proceeded to the aircraft where I met the Captain. I asked him if he had had the flight plan and dispatch release since I was unable to download it. He looked for the hard copies of the release and flight plan and then realized they were missing from the paper work. He also mentioned that he had downloaded the flight plan and release prior to having arrived in the crew room; but then recalled he was unable to print all of the paperwork later when he arrived. He still had the original paperwork downloaded on his iPad. At this time we both had already noticed the TCAS had just been placarded inoperative and we had already received a message over the printer indicating that as well.While I attempted to reach the Dispatcher over the ACARS and on the phone; the Captain reviewed the logbook and MEL. He indicated that the logbook looked correct and the maintenance procedures had been complied with correctly. At this point; I was on the phone with the Dispatcher explaining that we were unable to print a hard copy of the release and flight plan; which was required for international flights. The Dispatcher initially refused to make an attempt to reload the flight paper work into SABRE for our review and made it a point to tell me that he did not need to issue a new release since the MEL item was not performance limiting. The Dispatcher continued to insist that we should have printed out the flight plan upon initially reviewing it and continuously delayed any attempt to reload the paper work in SABRE. After about 10 minutes on the phone with the Dispatcher the connection was lost. I called operations over the radio and advised them of our situation. The captain also called the duty manager and left a message describing our communication with the Dispatcher. The captain later filed an Irregular Operations Report regarding the dispatcher's refusal to cooperate; rudeness; attitude; and role in delaying the flight's departure.After a lengthy delay a new release was generated and hard copies were obtained for our review. The release did show the TCAS as an MEL item; but did not include any restrictions.Two days later I received an email from the Chief Pilot's Officer (CPO) that we operated the flight illegally with the TCAS inoperative. The captain and myself were advised this was our official notification to file a safety report. Later in the day; I received a follow up email from the CPO indicating that operations from this base were exempt from the MEL restrictions of operating with TCAS inoperative and that filing a safety report was no longer necessary. After reviewing the MEL and consulting with others; I came to the conclusion/ interpretation that the flight was operated illegally given the intent of the MEL.I also did further research on my own and found out there are restrictions on flying in Japanese airspace without TCAS. Other countries including China have restrictions/ prohibitions as well. These restrictions are not mentioned anywhere in any of the publications that our company provides to the pilots.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.