Super King Air 350
Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Flight Instructor
Flight Crew Last 90 Days 100; Flight Crew Total 15000; Flight Crew Type 500
Situational Awareness
Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Flight Crew Diverted; General Maintenance Action
Aircraft; Human Factors
While in cruise flight; I received a bleed air warning light - red legend with associated red warning flasher. Immediate action is to simply turn off the bleed air on for that side of the aircraft. This was promptly accomplished. The additional items on the checklist were accomplished in a routine manner. This was not an emergency or even an urgent situation. At the same time; one of our passengers asked if we could land for physiological reason - bathroom break. I requested and received a clearance to divert to ZZZ. In the process of navigating to ZZZ and approximately 5 minutes after the first bleed air warning; I received a second bleed air warning; port side. In that there is no 'normal' reason for both independent systems to fail; this made the situation urgent. I turned the second bleed valve to ENVIR OFF; which stops most bleed air functions except pressurization. Shortly after that; [less than] 30 seconds; I received a duct over temp warning. At this point I was well on my way to ZZZ and was being vectored for a straight in approach to the runway. I completely shut off the second bleed valve; causing the cabin to start to depressurize. Due to the short time remaining for the flight and the fact that I was already enroute to the runway via the shortest route possible; I elected not to declare an emergency as I did not believe the situation warrant any additional risks - emergency crew responding; additional calls on the radio requesting unnecessary information; etc. I made a normal approach; landing; and taxied to the FBO (Fixed Base Operator). Shutdown was routine.Upon inspection; it was determined that a clamp had come loose; allowing hot air to melt the sensor line; thereby activating the bleed air warning. Due to its location; it activated the same warning system for the opposite side of the aircraft and the increase in temperature caused the duct over temp light to illuminate. Looking back; I do not know if not declaring the emergency was the correct action. Although everything ended safe; I should have at least conveyed a sense of urgency to ATC.
BE350 Captain reported diverting to an alternate airport due to loss of pressurization related to a bleed air problem.