Narrative:

On climb out and level off at FL360 all systems normal; no weather encountered. After clearing to the east and south of a weather system that extended across the state we had a number of instrumentation failures. Our first indication of a problem was that we received a 'system advanced' EICAS caution message. That was followed by simultaneous loss of first officer airspeed indicator showing 40 KIAS. The first officer side altitude indicator showed 300' high while the captain's airspeed indicator was normal at 240 KIAS and altitude indicator was showing on altitude at FL360. The standby instruments were showing 240 KIAS and altitude was showing FL360 also.the immediate indication was that we were losing the right side instruments and the captain was hand flying maintaining FL360. While running appropriate checklist we were queried by ATC that we were showing 300' high and that we had 12 o'clock traffic opposite direction. We immediately figured out that we had a good airspeed indicator on the captain's side with a failed altitude indicator; a good standby airspeed indicator with failed altitude indicator and the first officer's side had a failed airspeed indicator with a good altitude indicator. I informed ATC of our failed instrumentation and that we needed a block altitude to sort out the issues at hand. I then queried the captain if he agreed that we divert and not proceed to our foreign destination with our current state of instrumentation given the terrain; types of approaches and weather ahead. He agreed and we coordinated with ATC and company dispatch to divert to ZZZ as other feasible airports were all affected by the weather system.while the captain talked to maintenance and dispatch I started a quick descent as we were roughly 60NM west of ZZZ at FL360. In the descent at approximately FL290 we regained our flight instruments and I assumed that we had a physical blockage in both static lines. The captain took control of the aircraft and we preceded VFR throughout the descent; approach and landing phase. During the approach we did have to break off the approach as the captain didn't have enough time/space to get the aircraft low enough to meet the stabilized approach criteria and approach control vectored us around to line us back up for the visual approach to runway 13. Upon landing we had an extended ground hold as operations control and customs were unable to determine if we needed a customs inspector on site to process our passengers since we were an outbound international flight.maintenance later found that there was a crack in the captain's side static line and it needed to be replaced to make the aircraft airworthy. I don't believe the event was avoidable.

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Original NASA ASRS Text

Title: An EMB140 Flight Crew diverted to an alternate airport after suffering multiple pitot/static system anomalies.

Narrative: On climb out and level off at FL360 all systems normal; no weather encountered. After clearing to the east and south of a weather system that extended across the state we had a number of instrumentation failures. Our first indication of a problem was that we received a 'SYS ADVANCED' EICAS caution message. That was followed by simultaneous loss of First Officer airspeed indicator showing 40 KIAS. The First Officer side altitude indicator showed 300' high while the Captain's airspeed indicator was normal at 240 KIAS and altitude indicator was showing on altitude at FL360. The standby instruments were showing 240 KIAS and altitude was showing FL360 also.The immediate indication was that we were losing the right side instruments and the Captain was hand flying maintaining FL360. While running appropriate checklist we were queried by ATC that we were showing 300' high and that we had 12 o'clock traffic opposite direction. We immediately figured out that we had a good airspeed indicator on the Captain's side with a failed altitude indicator; a good standby airspeed indicator with failed altitude indicator and the First Officer's side had a failed airspeed indicator with a good altitude indicator. I informed ATC of our failed instrumentation and that we needed a block altitude to sort out the issues at hand. I then queried the Captain if he agreed that we divert and not proceed to our foreign destination with our current state of instrumentation given the terrain; types of approaches and weather ahead. He agreed and we coordinated with ATC and Company Dispatch to divert to ZZZ as other feasible airports were all affected by the weather system.While the Captain talked to Maintenance and Dispatch I started a quick descent as we were roughly 60NM west of ZZZ at FL360. In the descent at approximately FL290 we regained our flight instruments and I assumed that we had a physical blockage in both static lines. The Captain took control of the aircraft and we preceded VFR throughout the descent; approach and landing phase. During the approach we did have to break off the approach as the Captain didn't have enough time/space to get the aircraft low enough to meet the stabilized approach criteria and Approach Control vectored us around to line us back up for the visual approach to Runway 13. Upon landing we had an extended ground hold as Operations Control and customs were unable to determine if we needed a customs inspector on site to process our passengers since we were an outbound international flight.Maintenance later found that there was a crack in the Captain's side static line and it needed to be replaced to make the aircraft airworthy. I don't believe the event was avoidable.

Data retrieved from NASA's ASRS site as of April 2012 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.