A C750 CREW; IN CRUISE AT FL410; EXPERIENCED A LOSS OF CABIN PRESSURE DUE TO A LEAKING BAGGAGE DOOR; A LNDG WAS MADE AT NEARBY JAX.

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IN CRUISE; VMC FL410; FO FLYING; BAGGAGE DOOR OPEN ALERT ILLUMINATED ON EICAS. VERY UNUSUAL; BAGGAGE DOOR WAS VERIFIED CLOSED AND LOCKED PRIOR TO ENG START. SUSPECTED BAD MICRO SWITCH. WHILE DISCUSSING PROB; PRIOR TO READING CHKLIST; BAGGAGE ALT LIGHT ILLUMINATED AND CABIN ALT CLBED RAPIDLY AT FULL SCALE ON GAUGE. WE DONNED OXYGEN MASKS; ESTABLISHED CREW COMS; DECLARED EMER AND PERFORMED EMER DSCNT PROC AND WERE VECTORED TO AND LANDED VISUALLY ON RWY 7 AT JAX. WE SUSPECT RUPTURED DOOR SEAL -- EMER DSCNT LOSS OF PRESSURE CHKLISTS NOT READ (NO TIME) BUT ALL ITEMS PERFORMED. WITH A 2 MAN CREW (NO PAX) THIS WAS A FERRY FLT TO GSO. THERE WAS NO TIME TO PERFORM THE PROC; TALK TO ATC; AND READ THE CHKLISTS. THEY ARE REQUIRED MEMORY ITEMS IN OUR FLEET. MOREOVER; AT NIGHT; WITH OXYGEN MASKS ON READING THE CHKLIST WOULD HAVE COMPROMISED SAFETY AND FLYING THE ACFT (COCKPIT LIGHTS ON AND TRYING TO SEE OUT). BELOW 10000 FT; WITH MASKS OFF; DSCNT; APCH; AND BEFORE LNDG CHKLISTS WERE PERFORMED AND LNDG WAS WITHOUT INCIDENT. THE INITIAL FAULT (BAGGAGE DOOR OPEN) WITHOUT A BAGGAGE SEAL LIGHT WARNING WAS MISLEADING AND LED US TO TAKE TIME WONDERING ABOUT A MICRO SWITCH PROB (COMMON IN OTHER AREAS) BEFORE GETTING THE ABNORMAL CHKLIST OUT. THERE IS A BAGGAGE DOOR OPEN PROC THAT MIGHT HAVE ALLOWED US TO ISOLATE THAT COMPARTMENT AND NEGATE THE NEED FOR A RAPID DSCNT DUE TO A DEPRESSURIZATION IE; YOU DO NOT GET A REAL BAGGAGE DOOR OPEN AT MACH .90 AND FL410 WITH JUST A LIGHT ON THE PANEL. THE SEAL LIGHT SHOULD HAVE ILLUMINATED EITHER PRIOR TO OR CONCURRENT WITH THE DOOR OPEN LIGHT. THIS GIVES THE CREW FAIR WARNING. MAINT IS WORKING ON THIS AS I WRITE.