Gulfstream V Captain reported climbing thru 41000 ft; receiving two Amber CAS messages. First was L Hydraulic System Fail and L Hydraulic Quantity Low. The flight crew requested priority handling and diverted to make a precautionary landing.

Narrative

We were between FL410 climbing to FL450 approaching ZZZZZ intersection and ZZZ Center. We heard a pop from the cockpit and shortly after; had two Crew Alert System (CAS) messages. First was L Hydraulic System Fail and L Hydraulic Quantity Low. Instead of coasting out into non radar we asked to stay under Radar Control while we work the issue. The Controller said we can fly 360s until we are ready to continue or return. Shortly after; to avoid flying the heading bug in a constant turn; we asked to go direct to a fix and hold while deciding what to do. We were given direct to a fix and entered a hold. After troubleshooting the issue and discussing with our company; we decided to divert to ZZZ for the 9000 ft. runway and a Maintenance Facility on site. We were cleared direct to ZZZ and requested a lower altitude and informed ATC we will need to hold while preparing the aircraft and that our hold may need to extend for a long period of time depending on our checklist item tests. Around this time; we [requested priority handling] and passed the required information to ATC. We entered a hold over ZZZZZ1 at 13000 ft. and continued troubleshooting the airplane. After successfully testing the Auxiliary Hydraulic system; we confirmed we would have brakes with anti-skid. At this point we requested a hold over ZZZZZ2; the intermediate fix for RNAV XX; while we configured the airplane for landing using the checklist. At this time; we set the flaps for 20 degrees and turned the AUX pump on to extend. After setting flaps 20; we extended the gear using the Gear Handle. After extending the gear; the Nose Gear indication light did not illuminate. We discussed the issue with our company and determined it was most likely down and locked by using the camera and considering the earlier issues. We informed ATC we will need to come to a complete stop on the runway and pin the gear before taxiing in. We then began the approach.We touchdown early on the runway and the nose gear stayed intact. The aux pump continued to work properly and provide anti-skid braking. We did not have nose wheel steering and maintained runway center line with rudder and braking. After coming to a stop; we set the brake and opened the door to pin the gear. We discovered the nose gear had over extended from the gear extension and returned to the cockpit to shut the engines down. With crews and airport crew; we waited for technicians to arrive at the airplane with a tow and jack to fix the nose gear; pin it; and tow to the maintenance facility. We were disabled on runway for approximately 1.5 hours.