Narrative:

2 problems actually. First of all; after takeoff I brought the gear handle up; got a flashing red light in the gear handle along with a red light on the left main landing gear indicator. Climbing rapidly with a planned leveloff at 3000 ft MSL; tower instructed us to stop the climb at 2000 ft; advised traffic; and instructed us to call departure control. We were about to pass through 2000 ft when we got the call from tower. We saw the traffic at 1-2 mi; 1 O'clock position moving right to left at approximately 2500 ft MSL. We got a TA at about the time the tower told us to level of at 2000 ft and call departure. The TA was followed shortly after by an RA. I called out to the PF to turn right to avoid the traffic. Once we got clear of the conflicting traffic it was time to deal with the other problem of the moment; the landing gear. I contacted departure and informed them of our situation. We leveled off at 4000 ft and got vectors while we troubleshot the system. While dealing with the TA and RA; we managed to keep the speed back at vlo and lower the gear handle in an attempt to cycle the gear. I had put the gear handle down position and we made note that the right main gear and the nose gear appeared to have gone down and locked while the left main remained neither down nor up. I went into the cabin to brief the passenger on the situation and as I returned to the cockpit a couple of mins later we heard and felt the left main drop down. The passenger had reported hearing grinding noises from the area of the left main after takeoff. Now we had the gear indicating down but had several faults displayed and crew alerting system messages; including nosewheel steering failed. I got on the satphone and called the dassault help desk and talked with the engineer on duty about our situation. We went through all of the appropriate checklists. Ended up pulling the red gear pull handle which is basically a hydraulic backup assist for the gear. Without having a mirror to check the gear below; we couldn't really be sure what had happened to the left main or how much damage if any it had sustained; or if the tires were in tact. Approach control vectored us for the visual approach to runway xx. Tower checked the gear and asked our intentions. We did the low approach followed by right traffic VFR and landed uneventfully. We rolled out near the end and carefully turned off; nosewheel steering working. Talked with ground control; then shut down the plane and deplaned the passenger. The tug pulled up and towed us in and the van whisked away the passenger. We were all pleasantly surprised to find no visible damage and everything intact. The fire trucks had been standing by. Maintenance technicians looked at the aircraft today and determined the problem to be a faulty left main landing gear door actuator proximity sensor or possibly the 'target mechanism' within the actuator itself.

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Original NASA ASRS Text

Title: FA20 FLT CREW EXPERIENCES LNDG GEAR RETRACTION ANOMALY AND A TCAS RESOLUTION ADVISORY DURING INITIAL CLB.

Narrative: 2 PROBS ACTUALLY. FIRST OF ALL; AFTER TKOF I BROUGHT THE GEAR HANDLE UP; GOT A FLASHING RED LIGHT IN THE GEAR HANDLE ALONG WITH A RED LIGHT ON THE L MAIN LNDG GEAR INDICATOR. CLBING RAPIDLY WITH A PLANNED LEVELOFF AT 3000 FT MSL; TWR INSTRUCTED US TO STOP THE CLB AT 2000 FT; ADVISED TFC; AND INSTRUCTED US TO CALL DEP CTL. WE WERE ABOUT TO PASS THROUGH 2000 FT WHEN WE GOT THE CALL FROM TWR. WE SAW THE TFC AT 1-2 MI; 1 O'CLOCK POS MOVING R TO L AT APPROX 2500 FT MSL. WE GOT A TA AT ABOUT THE TIME THE TWR TOLD US TO LEVEL OF AT 2000 FT AND CALL DEP. THE TA WAS FOLLOWED SHORTLY AFTER BY AN RA. I CALLED OUT TO THE PF TO TURN R TO AVOID THE TFC. ONCE WE GOT CLR OF THE CONFLICTING TFC IT WAS TIME TO DEAL WITH THE OTHER PROB OF THE MOMENT; THE LNDG GEAR. I CONTACTED DEP AND INFORMED THEM OF OUR SITUATION. WE LEVELED OFF AT 4000 FT AND GOT VECTORS WHILE WE TROUBLESHOT THE SYS. WHILE DEALING WITH THE TA AND RA; WE MANAGED TO KEEP THE SPD BACK AT VLO AND LOWER THE GEAR HANDLE IN AN ATTEMPT TO CYCLE THE GEAR. I HAD PUT THE GEAR HANDLE DOWN POS AND WE MADE NOTE THAT THE R MAIN GEAR AND THE NOSE GEAR APPEARED TO HAVE GONE DOWN AND LOCKED WHILE THE L MAIN REMAINED NEITHER DOWN NOR UP. I WENT INTO THE CABIN TO BRIEF THE PAX ON THE SITUATION AND AS I RETURNED TO THE COCKPIT A COUPLE OF MINS LATER WE HEARD AND FELT THE L MAIN DROP DOWN. THE PAX HAD RPTED HEARING GRINDING NOISES FROM THE AREA OF THE L MAIN AFTER TKOF. NOW WE HAD THE GEAR INDICATING DOWN BUT HAD SEVERAL FAULTS DISPLAYED AND CREW ALERTING SYS MESSAGES; INCLUDING NOSEWHEEL STEERING FAILED. I GOT ON THE SATPHONE AND CALLED THE DASSAULT HELP DESK AND TALKED WITH THE ENGINEER ON DUTY ABOUT OUR SITUATION. WE WENT THROUGH ALL OF THE APPROPRIATE CHKLISTS. ENDED UP PULLING THE RED GEAR PULL HANDLE WHICH IS BASICALLY A HYD BACKUP ASSIST FOR THE GEAR. WITHOUT HAVING A MIRROR TO CHK THE GEAR BELOW; WE COULDN'T REALLY BE SURE WHAT HAD HAPPENED TO THE L MAIN OR HOW MUCH DAMAGE IF ANY IT HAD SUSTAINED; OR IF THE TIRES WERE IN TACT. APCH CTL VECTORED US FOR THE VISUAL APCH TO RWY XX. TWR CHKED THE GEAR AND ASKED OUR INTENTIONS. WE DID THE LOW APCH FOLLOWED BY R TFC VFR AND LANDED UNEVENTFULLY. WE ROLLED OUT NEAR THE END AND CAREFULLY TURNED OFF; NOSEWHEEL STEERING WORKING. TALKED WITH GND CTL; THEN SHUT DOWN THE PLANE AND DEPLANED THE PAX. THE TUG PULLED UP AND TOWED US IN AND THE VAN WHISKED AWAY THE PAX. WE WERE ALL PLEASANTLY SURPRISED TO FIND NO VISIBLE DAMAGE AND EVERYTHING INTACT. THE FIRE TRUCKS HAD BEEN STANDING BY. MAINT TECHNICIANS LOOKED AT THE ACFT TODAY AND DETERMINED THE PROB TO BE A FAULTY L MAIN LNDG GEAR DOOR ACTUATOR PROX SENSOR OR POSSIBLY THE 'TARGET MECHANISM' WITHIN THE ACTUATOR ITSELF.

Data retrieved from NASA's ASRS site as of May 2009 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.