Date: 201907
Local time of day: 1801-2400
Location: ATL.Airport, GA
Flight conditions: VMC
Weather elements / visibility: Icing
Light: Night
Aircraft: B737 Next Generation Undifferentiated
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZTL
ATC / advisory: Center ZTL
Aircraft component: Pneumatic Ducting
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Workload; Troubleshooting
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Overcame Equipment Problem
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: At cruise the right wing body overheat annunciator illuminated. The wing body overheat checklist was followed which left aircraft in single left pack and single number one bleed on. Wing body overheat light out.A normal cruise to ATL ensued until engine anti-ice was needed on descent. Shortly after engine anti-ice turned off the cabin altitude warning light came on and confirmed cabin altitude increase occurred. We performed the immediate action items for cabin altitude warning QRC and went through the QRC checklist. I was PF (Pilot Flying) and FO (First Officer) was PNF (Pilot Not Flying). As the checklist was being completed I noticed the wing anti-ice switch was inadvertently on and turned it off and with the checklist we were able to descend to below 10000 ft. without ever having the cabin get close to 10000 ft. in cabin altitude. No masks were deployed as we were able to control cabin altitude manually at step 8 of QRC. I asked ATC for an early descent on the GLAVN 1 to 10000 ft. as a precaution when a normal level off at 14000 ft. would have occurred. No emergency was declared because cabin pressurization did not climb to above 10000 feet and a normal request to descend early on the STAR was made because the pressurization was not rapidly climbing anymore. An emergency descent was not required because we were already on descent and quickly approaching 10000 ft. anyway. LVL change and speed brakes was sufficient for a quick descent for the conditions present to ensure the aircraft would reach 10000 ft. before any chance of the cabin altitude climbing to 10000 ft.Passenger discomfort did occur due to pressurization changes made with the outflow valve being controlled manually. A normal landing at ATL followed.As an aside; I do not know if this contributed to the events but the aircraft was dispatched with MELs XXXX and XXXY for single channel single channel temperature control of the flight deck and forward and aft cabins.


Second narrative: [Report narrative contained no additional information.]


Synopsis: B737 flight crew reported receiving an indication of a wing body overheat condition and had cabin pressurization problems which resulted in an early descent towards their destination.