Narrative:

The first officer was flying the leg and requested flaps 10; approach checklist. Airspeed was checked and flaps were selected 10 and approach checklist completed. The first officer then requested flaps 20; gear down; and before landing checklist while turning base to 5 mile final. I selected flaps 20 and gear down. Flaps indicated 20 and gear indicated three green and a red light on the handle. I immediately notified the first officer of the situation and informed him to discontinue the approach. I notified tower of the situation and informed them we needed to climb to 2;000 ft and get radar vectors to stay in the vicinity of the airport. The first officer and I trouble shot the situation by bringing the throttles to idle to see if we got the gear warning; no gear warning horn. The first officer then asked that we do a low pass over the runway and have tower look for the gear doors hanging down. Upon doing our low pass; tower informed us that one of the main gear doors was hanging down and it appeared to be the right side. It was decided due to the emergency situation that it would be best to return to our departure airport with emergency equipment standing by. The first officer informed ATC of our intentions and declared an emergency situation. We then climbed to 15;000 ft and headed direct to our departure airport. I used the emergency gear extension checklist. The gear doors closed indicated by less vibration and less noise in the aircraft and the red light on the gear handle extinguished. The nitrogen pressure then dropped down into the yellow arc range but within both red lines. Upon arrival to our departure airport we were given clearance to make the visual approach to the runway for the low pass. The tower informed us that all gear was down and that the main doors were up. We then were told to contact approach to be vectored back around for the visual approach. I briefed that we would prepare to use emergency brakes just in case that the failure was not isolated. I also briefed that after clearing the runway we would shut the aircraft down and perform a visual inspection before having it towed onto the ramp. The aircraft configuration upon landing was flaps indicating 30; gear down; and all systems normal. Upon landing there were no abnormalities and all systems operated as normally. Emergency equipment met us after clearing the runway ready to handle any situation. We shut down the aircraft as previously discussed with tower and ground control.

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Original NASA ASRS Text

Title: BE400 Captain experiences three green lights with a red light in the gear handle after gear extension during approach. The flight returns to departure airport and the emergency gear extension handle is used to close the gear doors; extinguishing the red light in the gear handle.

Narrative: The First Officer was flying the leg and requested flaps 10; approach checklist. Airspeed was checked and flaps were selected 10 and approach checklist completed. The First Officer then requested flaps 20; gear down; and before landing checklist while turning base to 5 mile final. I selected flaps 20 and gear down. Flaps indicated 20 and gear indicated three green and a red light on the handle. I immediately notified the First Officer of the situation and informed him to discontinue the approach. I notified Tower of the situation and informed them we needed to climb to 2;000 FT and get radar vectors to stay in the vicinity of the airport. The First Officer and I trouble shot the situation by bringing the throttles to idle to see if we got the gear warning; no gear warning horn. The First Officer then asked that we do a low pass over the runway and have Tower look for the gear doors hanging down. Upon doing our low pass; Tower informed us that one of the main gear doors was hanging down and it appeared to be the right side. It was decided due to the emergency situation that it would be best to return to our departure airport with emergency equipment standing by. The First Officer informed ATC of our intentions and declared an emergency situation. We then climbed to 15;000 FT and headed direct to our departure airport. I used the Emergency Gear Extension checklist. The gear doors closed indicated by less vibration and less noise in the aircraft and the red light on the gear handle extinguished. The nitrogen pressure then dropped down into the yellow arc range but within both red lines. Upon arrival to our departure airport we were given clearance to make the visual approach to the runway for the low pass. The Tower informed us that all gear was down and that the main doors were up. We then were told to contact Approach to be vectored back around for the visual approach. I briefed that we would prepare to use emergency brakes just in case that the failure was not isolated. I also briefed that after clearing the runway we would shut the aircraft down and perform a visual inspection before having it towed onto the ramp. The aircraft configuration upon landing was flaps indicating 30; gear down; and all systems normal. Upon landing there were no abnormalities and all systems operated as normally. Emergency equipment met us after clearing the runway ready to handle any situation. We shut down the aircraft as previously discussed with Tower and Ground Control.

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.