Narrative:

At the marker for runway 28L we got a gear unsafe indication and no green light on the nose gear. After recycling the gear and checking the operation of the light itself, we did a go around/fly-by past the tower and they told us that the nose gear was down. The tower then cleared us for right traffic and cleared us to land on runway 28R. Flying from the left seat, I had my first officer calling my pattern. On the downwind leg we ran the 'emergency landing gear extension' checklist. This did not solve the indication problem and we told the tower to give the emergency equipment a call. My first officer called my base and I then started looking back for the airport. While on base, I saw an air carrier Y turboprop aircraft that I assumed was lined up with runway 28L. Neither air carrier Y nor I were given TA's for traffic landing on parallel runways, although I knew they were landing runway 28L as well as the right. Air carrier Y voiced concerns to the tower as we were turning final as we did overshoot runway 28R. We landed uneventfully on runway 28R and taxied in to FBO. (After stopping on the taxiway and checking the gear out.) I am certain that air carrier Y got a TCASII alert while we were on a converging path (my base turn to final and his final on the left side). After thinking the situation through on the ground, I decided it would have been better to get vectored back around for another ILS runway 28L for a couple of reasons. First being it would have given us a few more mins to think about our gear problem and it also would have relieved my first officer of keeping a visual on the field while we were busy with other things.

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Original NASA ASRS Text

Title: FLC OF A CPR JET EXPERIENCED AN UNSAFE NOSE WHEEL DOWN DUE TO NO GREEN LIGHT WITH GEAR EXTENDED RESULTING IN A TWR FLY-BY IN AN EFFORT TO CHK GEAR DOWN. TWR GAVE CLOSE TFC PATTERN TO LAND ON A R PARALLEL RWY WHERE THE CAPT OVERSHOT FINAL CAUSING LTSS WITH AN ACR TURBOPROP TURNING FINAL FROM THE OPPOSITE BASE LEG FOR THE OTHER PARALLEL RWY.

Narrative: AT THE MARKER FOR RWY 28L WE GOT A GEAR UNSAFE INDICATION AND NO GREEN LIGHT ON THE NOSE GEAR. AFTER RECYCLING THE GEAR AND CHKING THE OP OF THE LIGHT ITSELF, WE DID A GAR/FLY-BY PAST THE TWR AND THEY TOLD US THAT THE NOSE GEAR WAS DOWN. THE TWR THEN CLRED US FOR R TFC AND CLRED US TO LAND ON RWY 28R. FLYING FROM THE L SEAT, I HAD MY FO CALLING MY PATTERN. ON THE DOWNWIND LEG WE RAN THE 'EMER LNDG GEAR EXTENSION' CHKLIST. THIS DID NOT SOLVE THE INDICATION PROB AND WE TOLD THE TWR TO GIVE THE EMER EQUIP A CALL. MY FO CALLED MY BASE AND I THEN STARTED LOOKING BACK FOR THE ARPT. WHILE ON BASE, I SAW AN ACR Y TURBOPROP ACFT THAT I ASSUMED WAS LINED UP WITH RWY 28L. NEITHER ACR Y NOR I WERE GIVEN TA'S FOR TFC LNDG ON PARALLEL RWYS, ALTHOUGH I KNEW THEY WERE LNDG RWY 28L AS WELL AS THE R. ACR Y VOICED CONCERNS TO THE TWR AS WE WERE TURNING FINAL AS WE DID OVERSHOOT RWY 28R. WE LANDED UNEVENTFULLY ON RWY 28R AND TAXIED IN TO FBO. (AFTER STOPPING ON THE TXWY AND CHKING THE GEAR OUT.) I AM CERTAIN THAT ACR Y GOT A TCASII ALERT WHILE WE WERE ON A CONVERGING PATH (MY BASE TURN TO FINAL AND HIS FINAL ON THE L SIDE). AFTER THINKING THE SIT THROUGH ON THE GND, I DECIDED IT WOULD HAVE BEEN BETTER TO GET VECTORED BACK AROUND FOR ANOTHER ILS RWY 28L FOR A COUPLE OF REASONS. FIRST BEING IT WOULD HAVE GIVEN US A FEW MORE MINS TO THINK ABOUT OUR GEAR PROB AND IT ALSO WOULD HAVE RELIEVED MY FO OF KEEPING A VISUAL ON THE FIELD WHILE WE WERE BUSY WITH OTHER THINGS.

Data retrieved from NASA's ASRS site as of July 2007 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.