Narrative:

Landing gear was lowered outside the final approach fix. While waiting for the landing gear to show 3 green; aircraft was slowed while flaps 20 were selected. Right main landing gear did not show green (down & locked). I tried a light test and press to test on the indicator light. At 1200 ft I elected to go-around and trouble shoot the problem. We were vectored to the northwest to hold. The first officer was pilot flying and handled ATC communications as I made a PA to the passengers and advised the flight attendants of our problem. I contacted maintenance via radio and advised him of our problem and requested any suggestions. I then told him that we would do a low pass by the tower to look at the landing gear. I advised him at that time; after landing I would stop the aircraft on the runway and would not move until maintenance could inspect and/or pin the landing gear. While in the holding pattern I completed several checklists including alternate gear extension for our gear problem. I coordinated with ATC the nature of our problem and declared an emergency; requesting men and equipment standing by. Continuously during the event; I kept the flight attendants and passengers informed. We did a low fly by the tower and ground personnel. They said the landing gear appeared to be down. After the low pass; I requested from ATC for an extended downwind and told them I would advise when we could turn towards the airport after the flight attendants could complete their duties. I contacted the lead flight attendant and asked how long it would take to do the cabin preparation. I told them that I am expecting a normal landing since the egpws did not sound when we had flaps 30 during the low pass. She replied 5 minutes and asked if I wanted them to shout their commands also. Staying on the conservative side; I said yes for the flight attendant commands since I also considered this a possible one gear not down landing and this is required in the QRH checklist. Since we did have a doors light illuminated for the gear; I could not assume that the right main gear was down and locked even though the egpws did not sound when we had flaps 30 selected. That is why I included the partial or gear up landing QRH procedures in preparations for our landing. I took over as pilot flying before turning final for the landing. Wind was 240/7 or so for the landing. I touched down on the left main gear and held it for a while slowly lowering the right main gear. Right gear felt good and the landing was completed per QRH recommendations. I stopped the aircraft on the runway. Maintenance came; pinned the landing gear; and towed us to the gate. The cause was two light bulbs in the right main landing gear green down light. In our training we are taught to never change light bulbs in the cockpit. If I was still on the B737 that would have been the first thing I would do to address this problem. Just common sense. I chose not to use the captains emergency authority to change the light bulbs since company procedures were very conservative and I deemed them safe for this situation.

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Original NASA ASRS Text

Title: The green gear down light on a B757's right main did not illuminate when the landing gear was selected down. After troubleshooting; an emergency was declared follow by a normal landing. The aircraft was stopped on the runway; the gear pinned and the aircraft towed to the gate.

Narrative: Landing gear was lowered outside the final approach fix. While waiting for the landing gear to show 3 green; aircraft was slowed while Flaps 20 were selected. Right main landing gear did not show green (down & locked). I tried a light test and press to test on the indicator light. At 1200 FT I elected to go-around and trouble shoot the problem. We were vectored to the northwest to hold. The First Officer was pilot flying and handled ATC communications as I made a PA to the passengers and advised the flight attendants of our problem. I contacted maintenance via radio and advised him of our problem and requested any suggestions. I then told him that we would do a low pass by the tower to look at the landing gear. I advised him at that time; after landing I would stop the aircraft on the runway and would not move until maintenance could inspect and/or pin the landing gear. While in the holding pattern I completed several checklists including alternate gear extension for our gear problem. I coordinated with ATC the nature of our problem and declared an emergency; requesting men and equipment standing by. Continuously during the event; I kept the flight attendants and passengers informed. We did a low fly by the tower and ground personnel. They said the landing gear appeared to be down. After the low pass; I requested from ATC for an extended downwind and told them I would advise when we could turn towards the airport after the flight attendants could complete their duties. I contacted the Lead Flight Attendant and asked how long it would take to do the cabin preparation. I told them that I am expecting a normal landing since the EGPWS did not sound when we had Flaps 30 during the low pass. She replied 5 minutes and asked if I wanted them to shout their commands also. Staying on the conservative side; I said yes for the flight attendant commands since I also considered this a possible one gear not down landing and this is required in the QRH checklist. Since we did have a Doors light illuminated for the gear; I could not assume that the right main gear was down and locked even though the EGPWS did not sound when we had flaps 30 selected. That is why I included the Partial or Gear Up Landing QRH procedures in preparations for our landing. I took over as pilot flying before turning final for the landing. Wind was 240/7 or so for the landing. I touched down on the left main gear and held it for a while slowly lowering the right main gear. Right gear felt good and the landing was completed per QRH recommendations. I stopped the aircraft on the runway. Maintenance came; pinned the landing gear; and towed us to the gate. The cause was two light bulbs in the right main landing gear green down light. In our training we are taught to never change light bulbs in the cockpit. If I was still on the B737 that would have been the first thing I would do to address this problem. Just common sense. I chose not to use the Captains Emergency Authority to change the light bulbs since company procedures were very conservative and I deemed them safe for this situation.

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.