20140310002609I

The flight originated out of concord, NC (kjqf) at an estimated time of 1130EST. The intention of the flight was high-performance training in a C-182RG, N1679R. We executed numerous pattern entries and full stop landings in rowan county (kruq) with no indication of any abnormalities. We then departed to continue with some air work, and again there were no signs of any abnormalities. We then headed inbound to kjqf at an estimated time of 1250EST. We entered the traffic pattern for runway 20 as instructed by tower. When the landing gear was lowered on the left downwind, there was no green light signifying that all three wheels are down and locked. At this time, I instructed the student to fly the pattern normally while I checked to see if it was a light malfunction. On the left base I determined it was not a light malfunction and coordinated a low pass to obtain a better understanding of what may be going on. We then were told that the two main wheels appeared down but the nose wheel was not. With that information, we exited the traffic pattern to troubleshoot some more. I first tried to cycle the gear through an extension and retraction, which did not fix the problem, so I then executed a manual gear extension. During this manual extension, I noticed that the main gear extended, but when I kept pumping the manual extension handle the main gear would not lower any further and there was still no green light signifying that all wheels are down and locked. Lastly, I slowed the airplane to below maneuvering speed, VA , and moved the nose side to side with the rudder to possibly jar loose the nose wheel if it happened to be stuck. I then performed a ?chandelle-type? Maneuver to, again, possibly jar loose the nose wheel, but neither of those maneuvers had an impact on the situation. It was then determined that a landing without the nose wheel was going to have to be accomplished. Once determined, the student and I started to secure the airplane per the pilots operating handbook (POH) for a landing without the nose wheel. Concord tower instructed me when the emergency personnel were ready and at that time we headed inbound for landing. On short final we were instructed to go-around. Once that was executed, I was asked by the company to land the plane in Rock Hill, SC (kuza) instead of kjqf and was told that emergency crews were in place and ready at kuza as well. After reviewing the airport information, I made the decision that kuza would not have been any more dangerous than kjqf, so I accepted kuza as a destination. On the way to kuza, we were in contact with charlotte approach using flight following and they were updated on our situation. Upon arrival at kuza, we executed another low pass to see if anything may have changed with our situation. We were given the same information, from UNICOM, as at kjqf, no apparent nose wheel. It was then determined that next time by will be the landing. We reviewed our safety procedures and what we each had to do. This was all accomplished as planned and we touched down and came to a complete stop on runway 20 at kuza at an estimated time of 1350EST. Emergency crews rushed to the scene as we exited the airplane. There were no injuries to either occupant of the aircraft.