Metro aircraft pilot reported a landing gear unsafe indication on approach. The pilot ran the QRH procedures; but was unable to get a safe landing gear indication. The pilot requested priority handling and made a precautionary landing at destination airport.

Narrative

On the ILS XXR approach into ZZZ; I slowed to below 170 kts. and selected flaps 30. Continuing the approach; at one dot below; I was below 150 kts. and placed the gear handle in the down position. I ran my before landing checklist and determined that I did not have three green lights. None were illuminated. I cycled the gear and noticed that the gear in transit light did not come on (it worked during my preflight checks). The landing gear motor light was also not illuminated and I felt no additional drag from the gear. This light was also checked and verified to be operative during the preflight. I advised Tower that I would like to break off from the approach to attempt to troubleshoot a gear issue. We agreed that I would go back to ZZZ Approach for vectors until I determined the best course of action. After contacting Approach; I attempted to cycle the gear two more times and adjusted the dimness setting for the landing gear system when the gear should have been in the down position. I did not receive any indication that the gear was down. I attempted to pull the circuit breaker and reset it; cycled the gear again; but still received no lights or indications. With the gear in the up position; I reduced the N1 to roughly 80% and did not hear the gear horn. Given the set of circumstances; I opted to manually extend the gear in the aircraft and followed the appropriate checklist; pulling the CB; slowing to 120 kts.; and pumping the gear down. After pumping the gear down; I did not receive an indication that the gear was locked and still had no lights. At that point; I advised Approach of my situation and opted to request priority handling in case the gear collapsed on landing. I flew the ILS XXR into ZZZ and was able to successfully land with no further incident. After having a Mechanic come out to bring a ferry permit; I attempted to start the aircraft and noticed a significant disparity in my gen loads. The right gen was reading .8 consistently; even with reducing the load (turning standby pumps; lights; etc. off). The left gen was reading .6. Contacted Maintenance and the Operations; who directed me to speak with Name to try to determine a solution. After Maintenance removed a panel to adjust some wires; the load on each gen returned to normal.I attempted to troubleshoot to the best of my ability; but was unsuccessful in verifying that the gear was locked in the down position. After following the abnormal procedures checklist; I determined that the safe outcome of the flight may be in jeopardy and opted to request priority handling.