Narrative:

Preflight of aircraft and documents completed to satisfaction of flight crew. Flight was uneventful until on a visual approach to xxc. When the landing gear was selected to the down position; the right main gear did not indicate down and locked. In addition; the red gear unsafe light was illuminated. After a brief discussion we elected to perform a low approach over yyl to enable the tower to look at the right main gear. The low approach was followed by a go-around and vectors with TRACON. The tower reported that the right main gear appeared to be down; but at the incorrect angle. Once the go-around was complete we ran the proper checklist for the situation. The checklist advised us to pull the circuit breaker; which supplies power to the landing gear motor; followed by attempting to manually pump the gear down. We pumped the handle; feeling a significant amount of pressure for 15 minutes without any apparent results. At that point we asked approach to call our maintenance supervisor at our home base. We tried some alternative methods such as recycling the gear and using air and gravity loads to force the right main into position. During the majority of this time I elected to continue pumping the handle manually. As a side note; during our delay vectors; we were given; and read back a clearance to descend to 2;000. Upon reaching 2;000 the controller asked if we had visual ground contact; and advised us that the intended clearance was 2;600. We then climbed to 2;600 without further miscommunication. After trouble shooting for approximately 45 minutes; we elected to perform another low approach. After we performed the low approach; another carrier flight crew holding short of xxc advised the tower that the right main appeared to be in the down position. The tower advised us that the right main was closer to the proper position. After performing a go-around; we asked our maintenance director if he had any further ideas. He said he was out of ideas; and that if the gear was not down and locked upon landing; that there was a strong possibility that the gear would collapse on touchdown. Based on the information available we elected to declare an emergency; and return for an emergency landing. While on short final; I was continuing to pump the emergency landing gear handle to keep as much hydraulic pressure as possible on the main gear; the right main landing gear indicator showed green; and the red gear unsafe light extinguished. Based on this information; the gear was down and locked at this point. I still landed the aircraft in such a way as little weight as possible on the right main. The aircraft was taxied to the ramp with no further abnormalities.

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Original NASA ASRS Text

Title: A BE9L's right main landing gear did not indicated down and locked after gear extension prior to landing. After unsuccessful trouble shooting; an emergency was declared. On short final after manually pumping the pump handle the gear indicated down and locked.

Narrative: Preflight of aircraft and documents completed to satisfaction of flight crew. Flight was uneventful until on a visual approach to XXC. When the landing gear was selected to the down position; the right main gear did not indicate down and locked. In addition; the red gear unsafe light was illuminated. After a brief discussion we elected to perform a low approach over YYL to enable the Tower to look at the right main gear. The low approach was followed by a go-around and vectors with TRACON. The Tower reported that the right main gear appeared to be down; but at the incorrect angle. Once the go-around was complete we ran the proper checklist for the situation. The checklist advised us to pull the circuit breaker; which supplies power to the landing gear motor; followed by attempting to manually pump the gear down. We pumped the handle; feeling a significant amount of pressure for 15 minutes without any apparent results. At that point we asked approach to call our Maintenance Supervisor at our home base. We tried some alternative methods such as recycling the gear and using air and gravity loads to force the right main into position. During the majority of this time I elected to continue pumping the handle manually. As a side note; during our delay vectors; we were given; and read back a clearance to descend to 2;000. Upon reaching 2;000 the Controller asked if we had visual ground contact; and advised us that the intended clearance was 2;600. We then climbed to 2;600 without further miscommunication. After trouble shooting for approximately 45 minutes; we elected to perform another low approach. After we performed the low approach; another carrier flight crew holding short of XXC advised the Tower that the right main appeared to be in the down position. The Tower advised us that the right main was closer to the proper position. After performing a go-around; we asked our Maintenance Director if he had any further ideas. He said he was out of ideas; and that if the gear was not down and locked upon landing; that there was a strong possibility that the gear would collapse on touchdown. Based on the information available we elected to declare an emergency; and return for an emergency landing. While on short final; I was continuing to pump the emergency landing gear handle to keep as much hydraulic pressure as possible on the main gear; the right main landing gear indicator showed green; and the red gear unsafe light extinguished. Based on this information; the gear was down and locked at this point. I still landed the aircraft in such a way as little weight as possible on the right main. The aircraft was taxied to the ramp with no further abnormalities.

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.