Narrative:

The second in command was at the controls for this leg and I was the pilot in command. The conditions at the field were dry; high overcast and a strong 20-25 KT direct crosswind. We had flown in about an hour prior so had already experienced the windy conditions. The taxi out was normal; the second in command gave the standard briefing. We were cleared to takeoff; I applied power and had controls until 80 KTS. Transfer of controls was normal (no sudden movements due to wind); V1 vr. After rotation you could immediately feel the plane go sideways due to wind. I called positive rate; selected the gear up and noticed a non normal sound from nose gear then looked at indicators and saw the main wheels stowed normally and the nose still had a green/red indication. I pointed the indication to second in command at which point I said we should level off at 2;000 ft and stay in pattern; to which he agreed. I then selected the gear back down. We received 3 green no reds and pressures were normal except the nose wheel was canted 45 degrees to the right. We then agreed we would perform a low flyby to see if tower noticed the canted nose wheel. We then returned to 2;000 ft and performed the emergency checklist at which point it says to use tiller to straighten nose wheel then has a yes/no matrix to follow. It was indeed centered and remained in that position. We also discussed that we would return to land but at a nearby airport because the wind was more favorable to their runway layout; not to put any side loads on unknown gear condition. The checklist had some notes for landing which we reviewed. After another low approach which the tower observed a normal straight nose wheel we again returned to 2;000 ft and I proceeded to call assistant chief pilot and advised of situation. We agreed that declaring an emergency was the best practice in case nose wheel collapsed on landing. I made sure cabin had no loose items that would impede an emergency evacuation. Approach was normal; landing and touchdown was normal. We transferred controls and steering was normal so we taxied off runway and stopped. Then we shutdown; pinned the gear and waited for FBO to tow us to ramp. During post flight inspection the right nose wheel chine had rubbed and left a lot of rubber inside nose wheel compartment. During takeoff in windy conditions; wait a few extra seconds for nosewheels to align themselves then select gear up.

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Original NASA ASRS Text

Title: HS125 flight crew experiences an unsafe nose gear indication after takeoff in a strong crosswind. The gear extends normally but the nose wheels are noted to be canted 45 degrees to the right. The tiller is used to align the nose wheels and a normal landing ensues.

Narrative: The Second in Command was at the controls for this leg and I was the Pilot in Command. The conditions at the field were dry; high overcast and a strong 20-25 KT direct crosswind. We had flown in about an hour prior so had already experienced the windy conditions. The taxi out was normal; the Second in Command gave the standard briefing. We were cleared to takeoff; I applied power and had controls until 80 KTS. Transfer of controls was normal (no sudden movements due to wind); V1 Vr. After rotation you could immediately feel the plane go sideways due to wind. I called positive rate; selected the gear up and noticed a non normal sound from nose gear then looked at indicators and saw the main wheels stowed normally and the nose still had a green/red indication. I pointed the indication to Second in Command at which point I said we should level off at 2;000 FT and stay in pattern; to which he agreed. I then selected the gear back down. We received 3 green no reds and pressures were normal except the nose wheel was canted 45 degrees to the right. We then agreed we would perform a low flyby to see if Tower noticed the canted nose wheel. We then returned to 2;000 FT and performed the emergency checklist at which point it says to use tiller to straighten nose wheel then has a yes/no matrix to follow. It was indeed centered and remained in that position. We also discussed that we would return to land but at a nearby airport because the wind was more favorable to their runway layout; not to put any side loads on unknown gear condition. The checklist had some notes for landing which we reviewed. After another low approach which the Tower observed a normal straight nose wheel we again returned to 2;000 FT and I proceeded to call Assistant Chief Pilot and advised of situation. We agreed that declaring an emergency was the best practice in case nose wheel collapsed on landing. I made sure cabin had no loose items that would impede an emergency evacuation. Approach was normal; landing and touchdown was normal. We transferred controls and steering was normal so we taxied off runway and stopped. Then we shutdown; pinned the gear and waited for FBO to tow us to ramp. During post flight inspection the right nose wheel chine had rubbed and left a lot of rubber inside nose wheel compartment. During takeoff in windy conditions; wait a few extra seconds for nosewheels to align themselves then select gear up.

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.