B767 Undifferentiated or Other Model
Flight Crew Air Transport Pilot (ATP)
Situational Awareness
ATC Issue All Types; Aircraft Equipment Problem Less Severe; Deviation - Track / Heading All Types; Inflight Event / Encounter Weather / Turbulence
Flight Crew Requested ATC Assistance / Clarification; General Maintenance Action
Aircraft; Weather; Procedure
FO was Pilot Flying (PF) the arrival during a period of thunderstorms and rain at ZZZ. CA was Pilot Monitoring (PM) during a descent clearance to cross a fix at 11;000 ft. Passing the fix and issued a further descent to 8000 ft (perhaps 6000 ft); the CA was involved with a QRH procedure involving a recurring High Pressure Bleed Air system malfunction EICAS alert during low power settings which had occurred for a second time during descent. During the descent after the fix; lightning struck the aircraft aft of the FO window which blacked out the PF's EFIS instruments; and tripped a circuit breaker for various probes. We exchanged control of the aircraft to maintain attitude; and I ran the procedure to regain an alternate Symbol Generator (the autopilot remained engaged.) After regaining flight instruments; I resumed PF duties; and the Captain resumed PM and QRH duties. ATC had us on vectors for the ILS at 4000 feet; and we were slowed to about 210 knots due to turbulence (ATC sounded to be task-saturated with weather and arrivals and doing an excellent job). The TRACON controller issued a direct to another fix and clearance for the approach. The Captain and I discussed that there was a thunderstorm cell on the line between it and the final fix; so we requested to cut the corner to the left and go direct to the final fix for the approach. ATC granted the request with a further decent to 3000 feet and approach clearance to the runway. While the aircraft was flying toward the final fix in LNAV; I armed APP for the ILS 5 miles from the fix. About 3.8 miles from the final fix on a 30 degree intercept; we entered the localizer capture zone and the autopilot made a 25 degree right bank to center itself on course. Almost immediately ATC asked if we were still going direct to the final fix. We responded with something like; 'well; we were'; and the controller broke us off the approach with a series of left turns. We then discussed why we were taken off the approach; i.e.; were the displayed Mag headings correct? The captain's RMI (Radio Magnetic Indicator) showed failure flags due to my system failure; and on my side there was a 30 degree difference between the RMI and the ND. The whiskey compass was not determinative in the turbulence; and there was a 47 knot crosswind at altitude so nothing seemed grossly amiss in my experience. Our initial assignment was a 150 heading. We advised the controller we had a lightning strike; and asked if our track appeared correct. She replied that it did look correct. We continued with more left turns and re-sequenced for an approach and landing. I am submitting this report because the Captain suggested that the controller may have reported the first approach as a crew deviation from an ATC clearance. I agree with his abundance of caution; but I do not believe that we deviated from an ATC clearance. We were 'Cleared Approach' (although to a nearer fix); and the aircraft did make a sudden large intercept turn; but not outside of any airspace we were allowed. I believe that turn may have shortened separation from trailing traffic in the ATC controllers view; but during the approach I observed no TCAS traffic.
[Report narrative contained no additional information.]
B767 flight crew reported a lightning strike during arrival resulting in multiple system anomalies and possible ATC deviations.