THE RPTR'S R GEAR WOULD NOT RETRACT. THE RPTR PLACED THE GEAR DOWN WITH ALL INDICATIONS SHOWING ALL 3 GEAR DOWN. THE ONLY ABNORMAL WAS THE HYD PUMP THAT PWRS THE GEAR WAS NOT RUNNING. AFTER A FLY-BY; A SAFE LNDG WAS MADE. THE EMER CRASH EQUIP WAS ACTIVATED. AFTER THE GEAR WAS DETERMINED TO BE SAFELY DOWN; THE PLT DECIDED TO FERRY THE ACFT GEAR DOWN TO AN ARPT WHERE MAINT COULD BE ACCOMPLISHED. THE FAA REQUIRES WRITE UP IN THE LOGBOOK AND MAINT SIGNOFF.

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ON FEB/SUN/96; I DEPARTED GRAND RAPIDS; MI; AT APPROX XX30 AM IN A MALIBU/MIRAGE PA46-350. ABOUT THE TIME I WAS HANDED OFF BY KENT COUNTY DEP CTL TO ZAU; I NOTICED A GEAR DOWN INDICATION FOR MY R MAIN GEAR. I RECYCLED THE GEAR AND THEN HAD 3 LIGHTS; ALL DOWN. WITH NO INDICATION FROM THE ANNUNCIATOR PANEL OF ANY HYD PUMP ACTIVITY; I THEN DETERMINED I HAD A PUMP FAILURE OR AN ELECTRICAL FAILURE IN THE GEAR SYS. I CALLED ZAU AND ADVISED I WOULD CANCEL IFR AND RETURN TO KENT COUNTY. THEY REPLIED NO NEED TO CANCEL AND THAT THEY WOULD REROUTE US BACK TO KENT COUNTY. WE THEN WENT OVER TO APCH; THEN TO TWR AND WE WERE ASKED HOW MUCH FUEL WE HAD ON BOARD. TWR THEN ASKED FOR A LOW APCH TO DETERMINE GEAR STATUS; AFTER WHICH WE MADE AN UNEVENTFUL LDNG EXCEPT FOR ALL THE EMER GEAR STANDING BY THE RWY. AFTER VISUALLY CHKING THAT THE GEAR WAS DOWN AND LOCKED I THEN FLEW THE AIRPLANE TO 35D (ALLEGAN) TO HAVE IT WORKED ON. I WAS CONTACTED SEVERAL DAYS LATER BY THE FAA AND TOLD I HAD FLOWN AN UNAIRWORTHY AIRPLANE FROM GRR TO 35D. IN RETROSPECT; I SUPPOSE I COULD HAVE CALLED A MECH TO LOOK THE GEAR OVER; BUT IT WAS SUNDAY. I HAVE BEEN TO MALIBU SCHOOL AND HAVE A THOROUGH UNDERSTANDING OF THE AIRPLANE SYS AND THOUGHT THE AIRPLANE AIRWORTHY AS LONG AS I DID NOT TRY TO CYCLE THE GEAR. I SHOULD LIKE TO ADD I DID NOT REQUEST THE EMER EQUIP; BUT HAD IT BEEN NEEDED IT IS COMFORTING TO KNOW IT WAS ON HAND AT THE RWY AS WE LANDED. THIS IS A FAIR REPRESENTATION OF THE INCIDENT THAT TOOK PLACE FEB/SUN/96 AT KENT COUNTY INTL. THE AIRPLANE HAD A BAD PRESSURE SWITCH.