C680 flight crew reported a landing gear indication issue for the right main landing gear resulting in a go-around and diversion where aircraft landed safely.
Synopsis
C680 flight crew reported a landing gear indication issue for the right main landing gear resulting in a go-around and diversion where aircraft landed safely.
Narrative
Gear down indication failure. Normal flight until we put the gear down for landing going into ZZZ. We indicated two green gear lights (nose and left main) and no green on right main and a red unlocked light. We went around. Retracted the gear and got vectors around so we could run the gear not in extended position QRH checklist. When we followed the checklist and put the gear back down we received the same indications as before. We proceeded to follow the checklist and blow down the gear with still no change in the indications.We discussed a time available or time critical procedure and tried to call the company several times; but we could not climb up to 10;000 feet because the Wi-Fi was inoperative and couldn't get a strong enough cell signal to hold a call down low so we tried doing a phone patch which was not very productive. At this point we had about 2500 pounds of fuel on board and had to make a decision quickly (because we were burning fuel quickly with the gear being down) to find an airport that had VFR weather in a long enough runway to do a partial gear up landing. We decided to go to ZZZ1 since they had 12;000 foot runway and 1000 foot ceilings and we agree this was our best option.Through the whole event; I went back and talked to the passenger twice and then several times turned around in my seat to let her know what we were gonna be doing coming up at each phase of the flight I gave her an evacuation briefing in the case the gear did fold and tried to keep her informed every step of the way to reduce any stress on her part.As a crew; we both went through the checklist several times to make sure we were not missing anything. As well as talked out every possible scenario that could happen and how we would deal with it.ZZZ1 was landing on the XX left runway with a cross wind coming out of the north. This was worst case scenario as I wanted the crosswind coming from the side with the good gear so that I could keep the unknown gear off the ground as long as possible. So we requested an ILS to low approach on XXL and then a VFR Circle to land runway XYR. After ZZZ1 told us it appeared our gear was down. We proceeded with the VFR turn back to runway XYR even though it was the first officers leg and he was doing a fantastic job. We had briefed earlier that I would do the landing so at that point; I took the controls And proceeded to land on XYR.It was a smooth landing. We stopped straight ahead on the runway; I left the aircraft running we called for a tug to tug the airplane off of the runway. Once the tug showed up I shut the airplane down and the crew and passenger exited the airplane. Customer was very calm and grateful she gave us both hugs before she left. At this point the FO and I found a quiet room and proceeded to make calls of the company and complete any paperwork required. Other factors to note. Dispatch initially released us with 5100 pounds of fuel for our flight to ZZZ.Luckily the aircraft had 5700 pounds of fuel on it which was previously loaded. I did the change release indicating the new fuel load.When we landed in ZZZ1; we had 1800 pounds on board if we would've had the original fuel load we would've only landed with 1200 pounds. Meaning ZZZ1 may not have been an option with the originally dispatched fuel load. The new practice of minimum fuel loading may not be worth the options It takes away when you get in a situation like this.
Second reporter narrative
Prior to this event the landing gear indicator checked 3 green on the ground in ZZZ3. Whole flight was uneventful until on final for the ILS Z Runway ZR into ZZZ. I called for the gear down at the FAF to have only the NLG and left MLG indicator illuminate green with the unlock red indicator illuminated. The crew waited a few seconds and the right MLG indicator did not illuminate. A go-around was performed and we retracted the gear with a positive indication the gear was up (all gear lights extinguished). A second attempt at extending the gear was attempted with the same results. Approach kept us on vectors and I continued to fly the airplane while the Captain proceeded to follow checklist procedures in the QRH. QRH procedures were completed with the gear blowdown being pulled and the gear unlock handle in the back being pulled in the back by the Captain with no changes in gear indication. I disabled the autopilot and attempted to load the airplane with yaw and banking movements to apply load to the gear and lock it in place. There was no changes in gear indication after that attempt. The autopilot was then reengaged. Captain [requested priority handling] and then we as a crew discussed possible alternates with longer runways. With the assistance of ATC; ZZZ1 was our best bet with reported ceilings of 1000 ft. and lifting. We remained at low altitude of around 3;000-5;000 ft. to attempt to contact the company with cell service as the aircraft WiFi was inoperative. Attempts to communicating via cellphone were unsuccessful and could only communicate via a phone patch with ATC. We stayed at a lower altitude and reduced power settings to reduce fuel burn as we wanted to conserve as much fuel as possible for possible multiple approaches. Enroute the Captain and I all possible scenarios; how we were going to control the aircraft with no right MLG; and discussed different evacuation plans depending on how the landing went. We also kept our passenger informed of our plans as well. Due to crosswinds we performed a low approach on the ILS Runway XXL at ZZZ1 to allow airport and tower personnel to verify the status of our right MLG. The tower report the right MLG being down; but could not confirm if it looked locked in position. The Captain and I decided to stay below the cloud layer and perform a loop back around for Runway XYR to have the crosswind on our left to help maintain controllability in the landing in case of a right MLG collapse on touchdown. Flight controls were exchanged to the Captain for landing since he was the more experienced crew member onboard. The landing was performed visually and landing checklist were performed before lining up for final. The aircraft touched down and I felt both MLG touch; but the Captain continued to maintain weight on the left MLG until the aircraft could be brought to a complete stop. I stayed close to the controls in case the Captain needed assistance in the event of the right MLG collapsing. Once the aircraft was stopped we stayed onboard with the passenger with Fire/Rescue until a tow could be brought over. We deplaned safely after that via the main air stairs.Suggestions: We re-positioned earlier in the day from ZZZ4 to ZZZ3. We used less fuel than planned. This left us with 5700 pounds of fuel on board vs. the planned 5100 pounds of planned fuel by company. When we landed at ZZZ1 we had 1800 pounds on board. If we departed with planned fuel we would have had 1200 pounds. Given any other circumstances we would have ended up in ZZZ1 on emergency fuel. The company has been implementing a reserve+10% fuel strategy to save money and not tanker fuel. This strategy can increase the risk factor when emergency situations arise and leave fewer options to bring about a safer income.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.