AN ACR DH8 FLC NOTICED THE R MAIN GEAR BEGIN CYCLING INTO AND OUT OF THE DOWN AND LOCKED POS ON FINAL APCH. THE CREW MADE A GAR AND THEN AFTER ASSURING THAT THE GEAR WAS NOW LOCKED IN POS A SAFE LNDG WAS MADE.

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I WAS CAPT; AND PERFORMING THE PF DUTIES OF OUR ACR FLT FROM TORONTO PEARSON INTL TO BRADLEY INTL ARPT THE EVENING OF MAR/TUE/98. AT APPROX XA35Z WE WERE CONDUCTING A VISUAL APCH TO RWY 24. JUST PRIOR TO THE MOTEL FIX THE ACFT WAS CONFIGURED FOR LNDG AND THE LNDG CHKLIST COMPLETED. THE LNDG GEAR WAS CONFIRMED DOWN AND LOCKED. WE HAD; BY THIS TIME; BEEN CLRED TO LAND. JUST INSIDE OF THE MOTEL FIX AT APPROX 1500 FT AGL; THE LNDG GEAR HORN SOUNDED AND SIMULTANEOUSLY; THE R MAIN LNDG GEAR WAS OBSERVED TO BE CYCLING BTWN DOWN AND LOCKED (3 GREEN LIGHTS) AND R MAIN RED (GEAR NOT DOWN AND LOCKED) AND GEAR HANDLE IN TRANSIT LIGHT ILLUMINATED. HYD MOVEMENT OF SOME COMPONENTS OF THE LNDG GEAR SYS COULD BE FELT. BY INDICATION ALONE WE COULD NOT DETERMINE IF JUST THE GEAR DOORS OR THE R MAIN GEAR ITSELF WAS MOVING. AFTER ABOUT 3 CYCLES THE LNDG GEAR RETURNED TO A NORMAL INDICATION. A MISSED APCH WAS INITIATED AND BRADLEY TWR WAS ADVISED. AFTER LNDG; I QUICKLY LEFT THE ACFT TO ADVISE MY DISPATCHER AND THE MAINT CTLR OF THE MALFUNCTION. I DISCUSSED WITH THE COMPANY THE POSSIBILITY OF A GEAR-DOWN FERRY TO RETURN THE ACFT TO TORONTO. IT WAS DECIDED THAT THIS WAS THE BEST COURSE OF ACTION AND I RETURNED TO THE ACFT TO DISCUSS THIS OPTION WITH THE CREW. THE FO AND I THEN REFERRED TO OUR FLT OPS MANUAL AND RTE MANUAL FOR INFO ON GEAR-DOWN FERRY FLTS. WE ALSO REFERRED TO THE DASH-8 FLT MANUAL AND OPERATING DATA MANUAL. ALL THE REQUIREMENTS OF THE FAA FERRY PERMIT; THE TRANSPORT CANADA FERRY PERMIT; THE OPERATING DATA MANUAL AND THE APPLICABLE SECTIONS OF THE FLT MANUAL WERE REVIEWED. WE FERRIED THE ACFT BACK TO TORONTO.