Narrative:

We were on a left downwind visual approach to 8L; the aircraft was configured to flaps 10 and the approach checklist completed. The flying pilot asked for flaps 20; gear down and the checklist. I the non flying pilot selected flaps 20 and extended the landing gear. I noticed the red in transient light and the green lights for only the nose gear and the right main; the left main landing gear green light did not illuminate. I brought this to the attention of the pilot flying. I then tested the indicator lights and there was no indication of a burned out bulb. At that point the flying pilot stopped the descent and asked me to notify tower that we were going to go around. Tower instructed us to contact approach with our issue and request. At this point the go around procedure was completed and the flaps were brought up to 10 from 20 with the gear handle still down. Approach was notified of our situation and we were given vectors to take care of the problem. The pilot flying requested the appropriate checklist and I the non flying pilot complied and determined that we met the third situation listed in the checklist and proceeded with the alternate gear extension. At this point the alternate gear extension checklist was completed and we still did not have a left green main landing gear indication. The flying pilot asked for positive change in control so he can over look the checklist; it was during this stage that the alternate gear extension was tried again. After the second attempt failed the non flying pilot reset the items on the alternate gear extension. At this point we exchanged flight controls and flying pilot and I was told to retract the landing gear and try extending it again; I complied with the flying pilot instructions and we received a red transient light with only the nose gear and the right main gear down and locked lights. The flying pilot then instructed me to call dispatch and maintenance. Dispatch was notified of our situation and I was transferred to a management person. As I was on the sat phone the left main landing gear light illuminated and we had three green lights; I tested the indicator lights again and we had all three lights plus the red transient light. At this point I hung up and assessed the situation with the flying pilot. We had positive change in control and I became the flying pilot. I instructed the non flying pilot to go back and brief the passengers. He went back and secured all baggage and instructed the passengers on proper evacuation procedures. He also moved three passengers to the right side of the aircraft and made sure they were all belted in and secure. Once he returned to the flight deck we declared an emergency with approach and were vectored to our destination. We as the flight crew briefed that we would do a low approach to 26R and have the tower verify that we had all gears down and locked. There was also a border patrol crew on the ground with night vision equipment and they were also on tower frequency and they also verified that they say all three landing gears extended. At this point our fuel was indicating about 900 pounds we discussed landing with 700 pounds but kept 200 pounds in reserve just in case of a go around; we then circled around to land on 8L and I briefed the non flying pilot that I would land on the right main first and slowly lower down on the left main. Landing was accomplished normal with no further problems; we came to a slow stop and exited the runway. We taxied to the ramp.

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Original NASA ASRS Text

Title: A BE400XP pilot reported an unsafe left main landing gear indication but after trouble shooting and checklist procedures were complete the gear indicated safe. An emergency was declared followed by a safe landing.

Narrative: We were on a left downwind visual approach to 8L; the aircraft was configured to flaps 10 and the approach checklist completed. The flying pilot asked for flaps 20; gear down and the checklist. I the non flying pilot selected flaps 20 and extended the landing gear. I noticed the red in transient light and the green lights for only the nose gear and the right main; the left main landing gear green light did not illuminate. I brought this to the attention of the pilot flying. I then tested the indicator lights and there was no indication of a burned out bulb. At that point the flying pilot stopped the descent and asked me to notify Tower that we were going to go around. Tower instructed us to contact approach with our issue and request. At this point the go around procedure was completed and the flaps were brought up to 10 from 20 with the gear handle still down. Approach was notified of our situation and we were given vectors to take care of the problem. The pilot flying requested the appropriate checklist and I the non flying pilot complied and determined that we met the third situation listed in the checklist and proceeded with the alternate gear extension. At this point the alternate gear extension checklist was completed and we still did not have a left green main landing gear indication. The flying pilot asked for positive change in control so he can over look the checklist; it was during this stage that the alternate gear extension was tried again. After the second attempt failed the non flying pilot reset the items on the alternate gear extension. At this point we exchanged flight controls and flying pilot and I was told to retract the landing gear and try extending it again; I complied with the flying pilot instructions and we received a red transient light with only the nose gear and the right main gear down and locked lights. The flying pilot then instructed me to call Dispatch and maintenance. Dispatch was notified of our situation and I was transferred to a management person. As I was on the sat phone the left main landing gear light illuminated and we had three green lights; I tested the indicator lights again and we had all three lights plus the red transient light. At this point I hung up and assessed the situation with the flying pilot. We had positive change in control and I became the flying pilot. I instructed the non flying pilot to go back and brief the passengers. He went back and secured all baggage and instructed the passengers on proper evacuation procedures. He also moved three passengers to the right side of the aircraft and made sure they were all belted in and secure. Once he returned to the flight deck we declared an emergency with Approach and were vectored to our destination. We as the flight crew briefed that we would do a low approach to 26R and have the Tower verify that we had all gears down and locked. There was also a border patrol crew on the ground with night vision equipment and they were also on Tower frequency and they also verified that they say all three landing gears extended. At this point our fuel was indicating about 900 LBS we discussed landing with 700 LBS but kept 200 LBS in reserve just in case of a go around; we then circled around to land on 8L and I briefed the non flying pilot that I would land on the right main first and slowly lower down on the left main. Landing was accomplished normal with no further problems; we came to a slow stop and exited the runway. We taxied to the ramp.

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.