A CANADAIR CL65 ON FINAL APCH AT 3000 FT EXECUTED A GAR DUE TO LOSS OF #3 MAIN HYD SYS. LNDG GEAR EXTENDED MANUALLY. CAUSED BY LEAKING LINES AND FITTINGS.

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ENRTE TO DEST; CRUISING AT FL270. CAPT NOTICED HYD QUANTITY IN THE #3 SYS WAS LOWER THAN NORMAL. THIS SIT DOES NOT GIVE ANY OTHER INDICATION IN COCKPIT BUT THE SYNOPTIC PAGE SHOWED THE QUANTITY AS WHITE INSTEAD OF GREEN. AFTER SPEAKING WITH MAINT; AS LONG AS QUANTITY WAS STEADY (WHICH IT WAS) AND PUMP PRESSURES WERE GOOD (WHICH THEY WERE); NO ACTION WAS NECESSARY AND MAINT WOULD GREET THE ACFT AT THE DEST. AS THE DSCNT WAS COMMENCED INTO THE DEST; THE FLUID QUANTITY DECREASED FURTHER. WE WERE CLRED FOR THE APCH TO RWY 5 AND GS INTERCEPT; THE LNDG GEAR WAS SELECTED DOWN. THE SYS FLUID THEN DECREASED TO ZERO AND THE NOSEWHEEL CAME DOWN AND LOCKED; BUT THE GEAR DID NOT. A LNDG GEAR WARNING AND HYD CAUTION WERE SOON HEARD. THE FO INITIATED AND FLEW A GAR AND THEN THE CAPT RAN THROUGH THE APPROPRIATE CHECKLISTS. THE GEAR HAD TO BE EXTENDED MANUALLY. IT INDICATED THAT ALL 3 GEAR WERE DOWN AND LOCKED. THE ONLY REAL CONCERN AT THIS POINT WAS THAT THERE WOULD BE NO NOSEWHEEL STEERING UPON LNDG AND ONLY 1/2 THE BRAKE SYS WOULD BE WORKING. AN ADJUSTED LNDG DISTANCE WAS CALCULATED AND THE RWY WAS MORE THAN LONG ENOUGH. THE CAPT THEN TOOK OVER FLYING AND AN UNEVENTFUL LNDG WAS MADE AND THE ACFT STOPPED ON THE RWY. A TUG WAS THEN CALLED TO TOW US TO THE GATE. HYD FLUID WAS SEEN LEAKING FROM THE FUSELAGE BOTTOM ON THE POSTFLT. THE MECH LATER FOUND AT LEAST 3 LEAKS IN THE SYS. IT WOULD HAVE BEEN NICE FOR THERE TO BE SOME SORT OF WARNING THAT THE HYD FLUID WAS LOW ENOUGH; REQUIRED A DIVERSION OR GEAR EXTENSION TO ASSURE THE GEAR EXTENDED NORMALLY. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE RPTR STATED WHEN ON THE GND; THE GATE TECHNICIAN RPTED 3 SEPARATE HYD LEAKS IN LINES AND FITTINGS BUT DID NOT DISCLOSE THEIR LOCATION. THE RPTR ALSO SAID THIS AIRPLANE SHOULD BE EQUIPPED WITH A HYD RESERVOIR LOW LEVEL WARNING SYS.