B767-300 and 300 ER
Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Air Traffic Control Provided Assistance; Flight Crew Diverted; General Flight Cancelled / Delayed; General Maintenance Action; General Work Refused
Aircraft; Company Policy; Procedure
The Captain and I had an uneventful first leg from ZZZ to ZZZ1; clean airplane with no write ups. I flew that leg so the plan was that he flew the leg from ZZZ1 to ZZZ2. Shortly after leveling in cruise; roughly thirty minutes into the two hour and forty minute flight (ATC gave us a slow step climb due to traffic above us) the Captain and I both heard a very strange noise I would describe as a loud crinkling or maybe like that of a rain tube that started fairly loud and slowly tapered off after a few minutes. Within about 15 minutes or less I saw a TCAS fail flicker on and off on the Captain's HSI and then as soon as it had my full attention his ADI failed completely. The Captain immediately transferred controls to me and I confirmed I had the controls and the radio while he troubleshot the issue. After selecting the EFI switch the ADI flashed for about 2 seconds and failed again. He deselected the EFI switch and again it flashed on then failed. It was at this point the Captain stated he would call Dispatch via sat phone and get the company involved. He proceeded to speak with Maintenance Control; Dispatch and also the Duty Pilot. I believe the Chief Pilot could not be reached at the time. I deviated around weather and ensured safety for us as the Captain made the decision with Dispatch to divert to ZZZ due to weather in the ZZZ2 area and safety concerns only having one ADI. We requested an analysis to ZZZ and I believe that is where the phone call ended. After the call I transferred the radios to the captain and kept the controls as he called ATC and informed them we would be getting info from the company for a diversion to ZZZ due to instrument failures but that we were not an emergency aircraft. ATC told us they would give us routing to ZZZ shortly but after we were done deviating for weather we could head direct ZZZ. Shortly after we received an ACARS from dispatch with notam weather for ZZZ.We headed for ZZZ and were given direct ZZZZZ with ZZZZZX RNAV arrival. After we were set up for landing on [Runway] XXL and passing through 11;000ft we received an ACARS from Dispatch asking if we could go to ZZZ4; to which the Captain replied negative due to our proximity to ZZZ. We landed without incident; parked and briefed the Lead Mechanic for about 10 to 15 minutes. We went into Dispatch where we were told the aircraft was already repaired and we were told to go to the aircraft and proceed to ZZZ2. The Captain and I unanimously agreed a safe flight could not be performed with all factors considered so we each called scheduling and reported we were too fatigued to continue. Aircraft X has had recurring screen failures causing air turn backs on ETOPS flights. Recommend more in depth repair procedures prior to redispatching. Also the ZZZ ZZZ1 ZZZ2 pairing is a long day with only sandwiches onboard. Eating more nutritious food for a long duty day regardless of flight lengths is paramount in preventing fatigue.
First Officer reported multiple systems failures and an inoperative primary flight display caused a diversion and subsequent cancellation of flight due to crew fatigue.