Cessna Citation Sovereign (C680)
Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Troubleshooting
Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification; General Flight Cancelled / Delayed; General Maintenance Action
Aircraft; Human Factors
After a normal flight from ZZZ we descended for the visual approach to ZZZZ; due to no response from anybody on the ground at ZZZZ; I elected to do an over flight of the airport at pattern altitude of 1;500 ft. with the autopilot disconnected; crossing over midfield from north to south on the east west runway to enter a left hand crosswind for the left pattern landing east; we started configuring the aircraft for landing by selecting flaps to the #2 position; on the left downwind leg we selected the gear handle down; at that point we received an amber CAS message of GEAR MISCOMPARE R The nose gear and left main indicated down(GREEN) the right main gear was an AMBER X. While the First Officer (FO) looked for the message in the Emergency Procedures checklist I engaged the Auto Pilot and Auto throttles and climbed to 2;000 and stayed in an extended racetrack pattern around ZZZZ. At this point we informed the passenger of the situation and was thinking that the procedure should work and we would land at ZZZZ. We followed gear will not extend checklist; pulling the blow down handle; no change; the pulling the main gear uplock handle; no change the last procedure in the checklist was to try and yaw the airplane. We informed the passengers what to expect; and tried the yaw left then right twice; no change. At this point I made the decision to divert to ZZZ1 again informing the passengers what the plan was; they were fine with that because they had used a local company at ZZZ1 to take them to ZZZZ before. We pickup a clearance to ZZZ1 with ZZZ2 Center; and informed them of our situation. After that hand off to ZZZ2 Approach Control; the controller asked us if we would like a fly by for visual verification of the gear status. We chose to do this option; and he coordinated with the tower. I felt very confident that the gear was down because when the FO pulled the uplock handle he felt very little resistance; from my past experience that is a good indication the gear was not in the uplock. With blow down in the system the gear only has one place to go; so I felt with a very high degree of certainty that the right main was down and locked. The weather at ZZZ1 was VMC 10 miles 5;000 ft. Scattered wind was 110/18 gusting 24. After being vectored for the visual low pass over Runway XXR at ZZZ1 Tower informed us that Airfield Operations was in a position to observe our low pass; we had the aircraft fully configured for landing and made the low pass at 300 AGL and 140kts. Airfield Ops confirmed that he saw three gear. We executed the climb out instructions cleaned up the aircraft except for the gear remaining down; then we were vectored for another visual approach to land Runway XXR at ZZZ1. During our patterned we went ahead and [received priority]; to have the trucks just in case. Also the FO radioed Company ZZZ1 if they could have a van meet us to take our passengers to their requested destination on the field; and if they would call the Company1 maintenance facility and let them know we were inbound. We reconfigured the aircraft for landing while on a 3mile final we slowed to final approach speed and with Airfield Ops and the fire trucks standing by we made a normal landing with an extended rollout; confirming the gear was indeed down. We cleared the runway and taxied to the Company1 maintenance facility. We deplaned the passengers and got them on their way immediately. I informed the maintenance staff of the issue and they pulled the aircraft in the hanger and did a visual inspection of the gear. They found that the uplock switch; which is a plunger type; was stuck in the gear up position making the computer think the gear was still in the well.
CE-680 Captain reported diverting after landing gear indicating system malfunctioned.  A normal approach and landing were made.