Narrative:

We were in cruise at 35000 ft, deviating east of chs for thunderstorms in moisture-laden clouds, with the anti-ice on, when the right engine began to compressor stall. We were cleared to descend to 24000 ft, and throttled the engines back to descend. At this point the cabin pressure became uncontrollable and began to climb. When the cabin altitude neared 10000 ft we requested an emergency descent to 10000 ft. When we leveled off, both engines and the pressurization returned to normal. Subsequently, we had a medical emergency 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 checklist procedures were followed and we did declare an emergency. 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: reporter states they had no problems with the fact they declared an emergency. The FAA had limited involvement with follow-up due mainly to letters from cabin attendants who felt a lack of coordination from the cockpit. Apparently the medical emergency took away from their awareness of the pressurization problem occurring. Only result for flight crew was a written report to company and interview regarding the cabin attendant complaint.

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Original NASA ASRS Text

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

Narrative: 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.

Data retrieved from NASA's ASRS site as of July 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.