AFTER ACFT MAINT; A CV60 FLC EXPERIENCED MULTIPLE PROBS DURING A FERRY FLT. THE MAINT HAD BEEN FOR A L ENG FIRE THAT OCCURRED WHILE ON THE GND; WHICH WAS STARTED BY A HYD LEAK. THE ACFT HAD BEEN SIGNED OFF AS AIRWORTHY AND THE FLC HAD COMPLETED A THOROUGH PREFLT. ACFT EQUIP PROBS. FLT CONTINUED TO DEST.

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ACFT WAS BEING FLOWN EMPTY BACK TO ITS BASE (PART 91 LEG) FROM MMTY TO LRD. PRIOR TO THIS FLT; THE ACFT HAD EXPERIENCED AN ENG COMPARTMENT FIRE (L ENG) AFTER LNDG AT MMTY. A CERTIFIED COMPANY MECH WAS SENT DOWN TO MMTY TO INSPECT AND REPAIR THE ACFT. THIS WAS ACCOMPLISHED AND THE ACFT WAS RELEASED BACK TO AIRWORTHY STATUS. WHILE IN FLT BACK TO LRD; THE FOLLOWING MALFUNCTIONS OCCURRED: L DC GENERATOR FAILURE; FAILURE OF APU TO START; AND L LNDG GEAR UPLOCK FAILURE. AFTER WE RAN THE APPROPRIATE CHKLISTS PERTAINING TO CORRECTING THE ABOVE PROBS; WE DECIDED TO CONTINUE TO OUR DEST. THIS WAS THE SAFEST COURSE OF ACTION BECAUSE RETURNING TO OUR DEP POINT WOULD HAVE MEANT A FLT OVER MOUNTAINOUS TERRAIN WITH POOR ATC SVCS. WE LANDED IN LRD WITHOUT INCIDENT. UPON SHUTDOWN; WE NOTICED THE 'MAIN DC BUS REVERSE CURRENT' CIRCUIT BREAKER HAD POPPED. IT IS POSSIBLE THESE PROBS WERE RELATED TO THE PREVIOUS ENG COMPARTMENT FIRE WHICH WAS CAUSED BY A HYD LEAK. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE FLC LANDED NORMALLY AT MMTY; BUT AS THE RPTR WAS MAKING A 180 DEG TURN WHILE TAXIING ON THE RWY; HE HEARD A FIRE WARNING BELL AND GOT A FIRE WARNING LIGHT. WHEN HE LOOKED OUT THE WINDOW HE SAW UGLY GREEN SMOKE COMING FROM THE L ENG. THE FLC WAS GOING THROUGH PROCS WHEN THE TWR CTLR CALLED AND ASKED IF THERE WAS A PROB. INITIALLY; THE CAPT SAID TO STAND BY; THEN; AFTER CHKLIST PROCS WERE COMPLETED AND HE STILL SAW SMOKE COMING FROM THE L ENG; HE ASKED THE TWR CTLR TO CALL FOR CFR. THE CFR RESPONSE WAS FANTASTIC. AFTER MAINT COMPLETION AND SIGN OFF; THE FLC PREFLTED THE ACFT AS WELL AS THEY COULD AND DEPARTED WITH THE MECH SEATED IN THE JUMP SEAT. WHILE IN THE CLB THE FLC DEPRESSURIZED THE HYD SYS (NORMAL PROC) AND THIS IS WHEN THE TROUBLE BEGAN; AGAIN. THE FIRST INDICATION WAS A GEAR UNSAFE LIGHT. THE RPTR SENT THE MECH BACK TO LOOK OUT AND SEE IF THE GEAR WAS OUT; AND THE MECH RETURNED WITH THE INFO THAT THE GEAR DOOR WAS OPEN. RPTR THEN ASSUMED THAT THE GEAR WAS 'HANGING IN THE BREEZE;' AND NOT ON THE UPLOCK. THE RPTR DID NOT WANT TO PRESSURIZE THE SYS TO GET THE GEAR UP BECAUSE HIS THOUGHTS WERE THAT THIS WOULD BE A PRIME OPPORTUNITY; RIGHT AFTER MAINT; FOR A LINE TO FAIL AGAIN. EVEN NOW; WITH AN INOP L GENERATOR AND AN APU THAT WOULDN'T START; THE FLC STILL GAVE GREATER WEIGHT TO THE FACT THAT THEY WERE ON A NIGHT FLT; IN A NON RADAR ENVIRONMENT; AND OVER MOUNTAINOUS TERRAIN; AND THEY WOULD PROBABLY HAVE A SAFER FLT AHEAD. AS A SIDE NOTE; THE HYD LEAK THAT STARTED THE FIRE IN THE FIRST PLACE RESULTED FROM A LINE THAT RUPTURED IN THE AREA OF THE L ENG'S ACCESSORY DRIVE.