Narrative:

All ops normal until; just prior to pushback when external power was disconnected without the APU on or concurrence with flight deck crew. All systems had to be reset or re-intialized. Taxi and takeoff were normal. Upon reaching cruise altitude; after engaging the autopilot and scanning the instrument panels; I noticed the status message on the lower EICAS. Selecting the screen; fuel qty ind status message was displayed. Looking up at the overhead panel revealed the right fuel tank quantity indicator and totalizer fuel displays were blank. There was power to the panel; but no display. There is no QRH checklist as it is a status message. Upon reading the flight manual; fuel section; we noted what indications were and were not available to us regarding fuel imbalance; transferring; and possible fuel leaks. We discussed if it was legal for us to proceed ETOPS. We contacted dispatch via ACARS. After some back and forth; finally we contacted dispatch and the chief pilot by satcom. We were told that it was legal to proceed ETOPS and that another flight did so last week. We continued to discuss possible fuel leak and engine out scenarios; understanding the possibility was rare; but still needed to be discussed. We disconnected the call and had the relief pilot return to the flight deck for further discussion. We called dispatch again. Conferencing with the chief pilot and flight manager; we again discussed all possibilities.we ultimately decided to continue ETOPS. However; we felt pressure as a crew; specifically me as captain; to continue. We felt that our concerns were being dismissed as overly cautious. I understand every flight manages risk but I felt our (my) concerns were not given the proper consideration.about an hour after coast in; the right fuel quantity gauge started working. However; it showed over a 3;000 pound imbalance. As both engines were started at pushback; the APU had not run for more than 20 minutes; and the fuel flows were (shockingly) the same the entire flight; there is no way there should have been a 3;000 pound imbalance. Also the aircraft was not and did not show out of trim. There is obviously something wrong with the right fuel quantity indicator.after landing; I spoke with the maintenance supervisor giving him any additional information I thought relevant to the issue.

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Original NASA ASRS Text

Title: B767 Captain reported fuel quantity indicating issues at ETOPS and elected to continue.

Narrative: All ops normal until; just prior to pushback when external power was disconnected without the APU on or concurrence with flight deck crew. All systems had to be reset or re-intialized. Taxi and takeoff were normal. Upon reaching cruise altitude; after engaging the autopilot and scanning the instrument panels; I noticed the STATUS message on the lower EICAS. Selecting the screen; FUEL QTY IND status message was displayed. Looking up at the overhead panel revealed the right fuel tank quantity indicator and totalizer fuel displays were blank. There was power to the panel; but no display. There is no QRH checklist as it is a status message. Upon reading the flight manual; Fuel section; we noted what indications were and were not available to us regarding fuel imbalance; transferring; and possible fuel leaks. We discussed if it was legal for us to proceed ETOPS. We contacted dispatch via ACARS. After some back and forth; finally we contacted Dispatch and the Chief Pilot by SATCOM. We were told that it was legal to proceed ETOPS and that another flight did so last week. We continued to discuss possible fuel leak and engine out scenarios; understanding the possibility was rare; but still needed to be discussed. We disconnected the call and had the relief pilot return to the flight deck for further discussion. We called Dispatch again. Conferencing with the Chief Pilot and Flight Manager; we again discussed all possibilities.We ultimately decided to continue ETOPS. However; we felt pressure as a crew; specifically me as Captain; to continue. We felt that our concerns were being dismissed as overly cautious. I understand every flight manages risk but I felt our (my) concerns were not given the proper consideration.About an hour after coast in; the right fuel quantity gauge started working. However; it showed over a 3;000 pound imbalance. As both engines were started at pushback; the APU had not run for more than 20 minutes; and the fuel flows were (shockingly) the same the entire flight; there is NO WAY there should have been a 3;000 pound imbalance. Also the aircraft was not and did not show out of trim. There is obviously something wrong with the right fuel quantity indicator.After landing; I spoke with the maintenance supervisor giving him any additional information I thought relevant to the issue.

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.