Date: 202111
Local time of day: 0601-1200
Location: ZZZZ.ARTCC, FO
Flight conditions: VMC
Aircraft: B767 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
ATC / advisory: Center ZZZZ
Aircraft component: Indicating and Warning - Fuel System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Workload; Troubleshooting
Second reporter function: Pilot Not Flying; Captain
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Fuel Issue
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Prior to ETOPS entry; our left fuel tank indicator and totalizer blanked. After consulting with Maintenance Control; Chief Pilot and Dispatch; we determined our best course of action was to divert to ZZZ to refuel so we had the gas to take a non ETOPS track. When we made this decision; we were approximately 30000 lbs overweight; and we decided that since it was not time critical; we would burn down to below maximum landing weight; instead of breaking a limitation. In order to do so; we had to hold for approximately 2 hours; and dump roughly 4;500 lbs of fuel between 22;000 and 20;000 feet.


Second narrative: During Preflight Planning I was briefed by our Dispatcher that the inbound crew had experienced a failure of one of fuel quantity indicators and that if ZZZ1 Maintenance could not fix it we would need to be routed on a Non-ETOPS route as the MEL for a deferral of this system does not allow for [type] Operations. When we arrived at the aircraft; the Maintenance Technician reported that the Fuel Quantity indicator had been repaired and that is what we observed during preflight.Shortly after reaching our cruise altitude out of ZZZ1 we noticed that the Left Fuel Quantity indicator and Totalizer were blank. While the FO (First Officer) and I both agreed that MEL Restrictions do not apply after the point of Dispatch; we were questioning whether or not this would effect our ETOPS ability since we were not yet at the Oceanic Entry Point [OEP]. Unable to find a specific reference for this in the FM; FOM; or [manual] we decided to contact Dispatch and Maintenance Control via Satcom to consult on this. Doing so is highly encouraged per the FOM.The aircraft MEL includes requirements unique to the dispatching of ETOPS flights.Each ETOPS category (120; 180; 207; etc.) has specific system requirements which become progressively more stringent. For systems which fail or are degraded prior to beginning the takeoff roll; information on required system redundancy; operating constraints; ETOPS area applicability; etc.; is provided in the MEL information for the item in question.Note: For defects discovered before flight; the MEL and/or Configuration Deviation List [CDL] considerations must be applied prior to flight (the beginning of the takeoff roll). Equipment that becomes inoperative during flight (in or prior to ETOPS airspace) is handled using Flight Manual [FM] guidance and is not subject to MEL/CDL considerations or limitations until after that flight. The Captain and Dispatcher are strongly encouraged to consult with Maintenance Control when determining if a diversion for a mechanical reason.It should be noted that we could find no checklist in the 767 Flight Manual [FM] for a failed or blanked fuel quantity indicator.With both Dispatch and Maintenance Control on the call we discussed our status. While we all agreed that the MEL for this malfunction involved a restriction on Extended Range operations; we also agreed that those restriction do not apply after the point of dispatch; however the Dispatcher had a concern that the FARs require a review of the plane's system capabilities prior to the OEP and that an adjustment to the Flight Plan may be prudent. Dispatch advised us that we did not currently have the fuel to accomplish a re-route north on to Track A; which was a Non-ETOPS track; so if we wanted to use a Non-ETOPS route; we would need to divert and re-fuel. Since the necessity of this was still a question in my mind; I decided to ask for the Chief Pilot to give input as an additional resource.With the Chief Pilot now on the call we discussed this further. While we again agreed to what was previously discussed concerning any restrictions around continuing the flight; the subject of continuing the flight past the OEP on an ETOPs route was a concern for the Dispatcher; who referenced FAR 121.631 (e) which states:(e) Before the ETOPS Entry Point; the  pilot in command for a supplemental operator or a dispatcher for a flag operator must use company communications to update the  flight plan if needed because of a re-evaluation of  aircraft system capabilities.With this in mind; the Chief Pilot's input was that the flight is operated as a shared responsibility between the Captain and Dispatcher and that we should discuss and agree to a course of action. While at first; the FO and I were leaning toward continuing the flight; the input and concern of the Dispatcher gave my further pause for thought. I have a little less than 2 years operating flights in the International ETOPS Theater and this was my first time dealing witha diversion scenario. With this in mind; the FO and I felt that while the Dispatcher's idea of a diversion and re-fuel for a Non-ETOPS route was conservative; it was also likely the safest course of action; so that's what we decided to do.We coordinated with Dispatch for a diversion into ZZZ with a 'gas and go' recovery plan. Since we were well above the aircraft's maximum landing weight; this would involve dumping approximately 5000lbs of fuel from the Center Tank and then holding for 1 hour to burn down to our Maximum Landing weight of 320;000 lbs. We considered an overweight landing as a way of expediting the recovery plan; but as there was no immediate safety need to get the airplane on the ground; we decided that the safer course of action was to reduce our weight to within the FM Limits.With the diversion plan agreed to; we recalled the Relief Pilot to the flight deck; accomplished the necessary non-normal checklists to include the Diversion/Recovery guide and proceeded to ZZZ.As for the Fuel Jettison; we coordinated and received clearance from ZZZZ ATC to dump our center tank fuel. This was accomplished off the Western Coast of Country X between FL220 and FL200. We then held at Fix ZZZZZ northwest of ZZZ at 8000ft for approximately 55 minutes to burn down to landing weight.After arriving in ZZZ we coordinated with Dispatch; ZZZ Station; and local Maintenance to apply the necessary MEL to the Fuel Indicating System; re-flight plan for a Non-ETOPS flight; perform a Lav and Water service and take on additional catering for the next leg. Before departing we confirmed our legality to continue with the FAR 117 Desk. We also coordinated with the Chief Purser as to the legality and fitness of the flight attendants to continue. With all crew members in agreement that we were fit to continue we departed and flew from ZZZ to ZZZ1.Of note; during our Hold to reduce weight; we did have a Medical Situation Develop involving an elderly passenger. I would like to handle that as a separate [report] which will follow this [report] so that we keep these two issues separate.


Synopsis: B767 flight crew reported a mechanical diversion during an ETOPS flight due to a failed left fuel quantity and fuel totalizer indicators. After extensive coordination with Maintenance Control; Operations; and Chief Pilot flight executed a safe landing.