ACR HAS PRESSURIZATION PROB; MAKES EMER DSCNT. AT SAME TIME A MEDICAL EMER DEVELOPED AND EMER WAS DECLARED.

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WE WERE IN CRUISE AT 35000 FT; DEVIATING E OF CHS FOR TSTMS IN MOISTURE-LADEN CLOUDS; WITH THE ANTI-ICE ON; WHEN THE R ENG BEGAN TO COMPRESSOR STALL. WE WERE CLRED TO DSND TO 24000 FT; AND THROTTLED THE ENGS BACK TO DSND. AT THIS POINT THE CABIN PRESSURE BECAME UNCTLABLE AND BEGAN TO CLB. WHEN THE CABIN ALT NEARED 10000 FT WE REQUESTED AN EMER DSCNT TO 10000 FT. WHEN WE LEVELED OFF; BOTH ENGS AND THE PRESSURIZATION RETURNED TO NORMAL. SUBSEQUENTLY; WE HAD A MEDICAL EMER ON BOARD; BUT WERE ADVISED BY A DOCTOR ON BOARD THAT IT WAS OK TO CONTINUE TO MCO. WE CONTINUED AT 10000 FT TO MCO AND LANDED UNEVENTFULLY. ALL CHKLIST PROCS WERE FOLLOWED AND WE DID DECLARE AN EMER. WE SUSPECTED ICING IN THE BLEED VALVES AS THE REASON FOR THE COMPRESSOR STALLS AS WELL AS THE INABILITY TO MAINTAIN CABIN PRESSURIZATION. CALLBACK CONVERSATION WITH REPORTER REVEALED THE FOLLOWING: RPTR STATES THEY HAD NO PROBS WITH THE FACT THEY DECLARED AN EMER. THE FAA HAD LIMITED INVOLVEMENT WITH FOLLOW-UP DUE MAINLY TO LETTERS FROM CABIN ATTENDANTS WHO FELT A LACK OF COORD FROM THE COCKPIT. APPARENTLY THE MEDICAL EMER TOOK AWAY FROM THEIR AWARENESS OF THE PRESSURIZATION PROB OCCURRING. ONLY RESULT FOR FLC WAS A WRITTEN RPT TO COMPANY AND INTERVIEW REGARDING THE CABIN ATTENDANT COMPLAINT.