Narrative:

On ILS we could not get the gear down. When the gear handle was put down we got a sys prox fault followed by a gear disagree fault. After going missed approach we shot through the 1500 altitude restriction and leveled at 2000. The approach controller told us to stay at 2000 ft. We then did the gear disagree checklist to the point of manual gear ext. At that point we decided to call maintenance control to see if they had any ideas. At that point maintenance tried everything that they could think of including circuit breaker pulls followed by putting the gear handle up and down. Decided to finish the gear disagree checklist and pull the emergency gear ext handle. The gear then started to drop but only the nose gear was down and locked. After trying G loads and yaw the 2 main gears still would not lock. They still showed yellow cross hatch lines. We decided to declare an emergency and divert for VFR weather. In route to our divert airport I decided to try pushing down and pulling up on the emergency gear ext handle to see if that would help the situation. After about 5 up and down motions the left gear locked. So; I decided to continue with the pulling up and pushing down of the handle. The right main gear finally locked and we had all 3 gears down and locked. We continued into the downwind for ILS. Once below 3000 ft we broke out into VFR weather and decided to still do a low pass to see if we had a blown tire or any other problems. On the low pass tower reported that it looked like all 3 gears were down and locked. Then he had a report from a pilot on the ground that it looked like we blew a left main tire. We decided to do another pass for a closer look. Tower and fire rescue said it looked like the tires were inflated and gears were down. So we decided to land on a different runway because it had a 6-8 KT headwind. We landed without further problems. Earlier in the day taxing out we did get a sys prox fault. We both discussed how we have seen that fault on other occasions and it seems to be a nuisance fault. I also explained to my co-pilot that I had seen the fault before flying with another captain. That captain had explained to me that you may get a gear disagree light on takeoff or landing and to count how long the gear disagrees. There was a difference between a 7 second disagree and a 21 second disagree and note it for maintenance upon landing. During taxi out the nuisance fault cleared. Takeoff was normal.

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Original NASA ASRS Text

Title: A CL30 had an unsafe gear indication when the gear were selected down on approach. The flight diverted to alternate airport and was able to obtain a safe indication prior to landing.

Narrative: On ILS we could not get the gear down. When the gear handle was put down we got a Sys Prox Fault followed by a Gear Disagree Fault. After going missed approach we shot through the 1500 altitude restriction and leveled at 2000. The Approach Controller told us to stay at 2000 FT. We then did the Gear Disagree checklist to the point of Manual Gear Ext. At that point we decided to call Maintenance Control to see if they had any ideas. At that point maintenance tried everything that they could think of including circuit breaker pulls followed by putting the gear handle up and down. Decided to finish the gear disagree checklist and pull the EMER Gear Ext handle. The gear then started to drop but only the nose gear was down and locked. After trying G loads and yaw the 2 main gears still would not lock. They still showed yellow cross hatch lines. We decided to declare an emergency and divert for VFR weather. In route to our divert airport I decided to try pushing down and pulling up on the EMER Gear Ext handle to see if that would help the situation. After about 5 up and down motions the left gear locked. So; I decided to continue with the pulling up and pushing down of the handle. The right main gear finally locked and we had all 3 gears down and locked. We continued into the downwind for ILS. Once below 3000 FT we broke out into VFR weather and decided to still do a low pass to see if we had a blown tire or any other problems. On the low pass tower reported that it looked like all 3 gears were down and locked. Then he had a report from a pilot on the ground that it looked like we blew a left main tire. We decided to do another pass for a closer look. Tower and Fire Rescue said it looked like the tires were inflated and gears were down. So we decided to land on a different runway because it had a 6-8 KT headwind. We landed without further problems. Earlier in the day taxing out we did get a Sys Prox Fault. We both discussed how we have seen that fault on other occasions and it seems to be a nuisance fault. I also explained to my Co-Pilot that I had seen the fault before flying with another Captain. That Captain had explained to me that you may get a Gear Disagree light on takeoff or landing and to count how long the gear disagrees. There was a difference between a 7 second disagree and a 21 second disagree and note it for maintenance upon landing. During taxi out the nuisance fault cleared. Takeoff was normal.

Data retrieved from NASA's ASRS site as of April 2012 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.