NUMBER 2 AIR CONDITIONING PACK OVERHEATED IN CRUISE FOLLOWED BY CABIN PRESSURIZATION SYS 2 FAULT. NUMBER 1 SYS TOOK OVER AND OPERATED NORMALLY. EXPEDITED DSCNT PROVIDED BY ATC WHEN TOLD ACFT HAD PRESSURIZATION PROB. THERE WAS NO PRESSURIZATION PROB.

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WHILE AT CRUISE FL370 NUMBER 2 PACK OVERHEATED; FOLLOWED ECAM/COM PROCS. TURNED OFF PACK; COOLED RE-ESTABLISHED PACK. PACK OVERHEATED AGAIN; TURNED PACK OFF FOR REMAINDER. AT FL350 APPROX 200 MI OUT OF PBI (DEST) CABIN PRESSURIZATION SYS 2 FAULT OCCURRED. AUTO-SWITCHED TO NUMBER 1 SYS. SHORTLY THEREAFTER NUMBER 1 SYS STARTED TO FLUCTUATE PLUS/MINUS 200 FPM. I BELIEVED IT WOULD BE PRUDENT TO START AN EARLY DSCNT BASED ON A 1 PACK OP AND COMFORT. ATC CLRED US TO FL290. INITIALLY THERE WAS A SLIGHT INCREASE IN THE RATE OF CLB. THEN CABIN DSNDED AT A 400-500 FPM RATE OF DSCNT WITH SOME FLUCTUATIONS. ALTHOUGH WE HAD CTL OF THE CABIN; AND BASED ON GOOD WX AT DEST AND ALTERNATE; AND BEING 500 LBS AHEAD ON FUEL; I ELECTED TO CONTINUE OUR DSCNT AND REQUESTED FL180 TO 10000 FT RESPECTIVELY. I FELT THIS TO BE THE BEST COURSE OF ACTION IN THE EVENT WE HAD TO USE MANUAL PRESSURIZATION. THIS WAS NOT NECESSARY SINCE WE NEVER LOST CTL OF THE CABIN THROUGH NUMBER 1 SYS; THERE WAS SOME DIFFICULTY OBTAINING A LOWER ALT FROM ATC DUE TO XING TFC. THIS WAS EXPEDITED BY MY NOTIFYING THEM THAT WE WERE HAVING PRESSURIZATION DIFFICULTIES. I HAD THE IMPRESSION THAT ATC MIGHT HAVE BELIEVED THAT THIS WAS AN EMER; WHICH IT WAS NOT SINCE I HAD CTL OF THE CABIN AND I NEVER DECLARED AN EMER. I BRIEFED THE LEAD FLT ATTENDANT AS TO THE NATURE OF THE PROB AND THE EARLY DSCNT. LOGBOOK WRITE-UPS WERE ENTERED AND CALLED IN FOR BOTH PROBS AND NO EMER DECLARED.