LEAR 35 CREW EXPERIENCED FAILURE OF NOSE GEAR INDICATING LIGHT.

Narrative

WHILE ON APCH FOR LNDG ON RWY 19L AT LAS; WE EXPERIENCED A GREEN NOSEWHEEL INDICATOR LIGHT FAILURE. ONCE THE NOSEWHEEL INDICATOR LIGHT WAS OBSERVED TO HAVE FAILED TO ILLUMINATE; I EXECUTED A MISSED APCH AND ADVISED ATC. LAS TWR HANDED US TO APCH; AND WE EXPLAINED THAT WE HAD A LNDG GEAR INDICATION PROB; AND WOULD LIKE TO BE VECTORED INTO A SAFE AREA SUITABLE FOR ATC; TO WORK THE PROB OUT. UPON REACHING AN ALT OF 10000 FT MSL; THE FAA APPROVED CHKLIST WAS CONSULTED FOR GUIDANCE. THE CHKLIST HAS NO PROC FOR AN ALTERNATE METHOD OF DETERMINING GEAR POS. AFTER DEPRESSING THE 'PRESS TO TEST' SWITCH; WE NOTED 3 RED LIGHTS AND 2 GREEN (MAIN WHEELS). THE LNDG GEAR WAS THEN CYCLED WITH THE SAME RESULTS. THE FOLLOWING METHODS WERE USED TO CONFIRM THAT A BURNED OUT BULB WAS THE CAUSE OF THE PROB: 1) TWR CONFIRMED NOSEWHEEL APPEARED TO BE DOWN AND LOCKED. 2) LNDG GEAR WARNING HORN SILENCED WHEN LNDG GEAR WAS LOWERED. 3) ALL RED TRANSIT LIGHTS EXTINGUISHED. 4) ENG SYNC LIGHT ILLUMINATED WITH ENG SYNC SWITCH ON AND GEAR LOWERED. 5) A SECOND VISUAL INDICATION WAS OBSERVED BY THE TWR BEFORE LNDG ON RWY 19L. 6) NO HORN WAS OBSERVED TO SOUND WHEN FULL FLAPS WERE SELECTED WITH GEAR DOWN. ALTHOUGH; IN MY OPINION; THERE WAS NO EMER; ATC DECLARED AN EMER ON MY BEHALF BECAUSE I REQUESTED THAT FIRE TRUCKS STAND BY IN THE INTEREST OF SAFETY. I REPLIED THAT ATC SHOULD DO WHAT THEY FELT WAS NECESSARY; AND CONTINUED TO MAKE AN UNEVENTFUL APCH AND LNDG.