FLC OF A BRITISH JETSTREAM BA41; COULD NOT GET THE R MAIN GEAR TO INDICATE LOCKED DOWN AFTER TRYING ALL OTHER PROCS; INCLUDING FLYING BY THE TWR FOR CONFIRMATION OF GEAR STATUS. ALL OCCUPANTS AND GND CREW WERE PREPARED FOR LNDG DUE TO LOW FUEL STATUS. A SUCCESSFUL LNDG WAS MADE AND THE FAULT WAS FOUND TO BE A BAD LNDG GEAR POS INDICATOR MICRO SWITCH.

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OUR FLT ORIGINATED FROM BDL AND THE ACFT WAS FULLY LOADED FOR THE TRIP TO IAD. WINDS AT ALT WERE STRONG (40-50 KTS) AT ALT (FL240). WE ARRIVED AT DULLES WITH JUST AT 1000 LBS OF FUEL. ENOUGH FOR 40 MINS. AS WE SET UP FOR THE APCH AND EXTENDED THE LNDG GEAR; THE R MAIN DID NOT INDICATE LOCKED DOWN ON EITHER PRIMARY OR STANDBY INDICATOR. PERFORMED GAR AND NOTIFIED COMPANY DISPATCH AND THEN MAINT CTL. THEY RECOMMENDED SWAPPING BULBS IN THE STANDBY INDICATORS TO ATTEMPT TO OBTAIN A GOOD LOCKED DOWN LIGHT. AT FIRST THE INDICATION CAME ON AS GOOD (GREEN); BUT AS WE APCHED THE ARPT THE BULB BURNED OUT. WE TRIED 1 MORE BULB; BUT IT TOO BURNED OUT. WE PERFORMED A FLY-BY OF THE TWR AND HOPED THEY MIGHT OBSERVE THE R GEAR DOWN. MUCH TO MY SURPRISE THE TWR SAID WE WERE FLYING WITH THE L GEAR UP AND THE R DOWN! I KNEW FROM THE WAY THE ACFT HANDLED THAT BOTH WERE DOWN; I JUST NEEDED TO CONFIRM THE R WAS LOCKED. ONCE WE REACHED 500 LBS; I MADE A COMMAND DECISION TO: 1) USE EMER EXTENSION CHKLIST; 2) PREPARE CABIN FOR POSSIBLE GEAR COLLAPSE. LNDG AND ROLLOUT WERE UNEVENTFUL. LANDED WITH 400 LBS TOTAL. MY AIRLINE EXTENSIVELY TRAINS CRM SKILLS TO NEW HIRES. MY FO WAS IN HIS THIRD DAY OF IOE BUT PERFORMED EXTREMELY WELL. CRM HELPED US MAKE THIS A SUCCESSFUL OUTCOME AND WE COVERED ALL ASPECTS OF PROB. (PROB LATER FOUND IN DOWNLOCK MICRO SWITCH CIRCUIT.)