They're good questions, you have put a lot of work in to get that deep into it and should do fine in the interview.
I have never seen anything to say why the fuel in the stab is used as soon as possible (ie as soon as there is space in the CWT to transfer it) But I assumed when I was studying that if you didn't do that the CG would get too far back. Not very technical I know, but someone smarter than me at Boeing has worked out that that is what needs to happen. I think that is enough knowlege actually. A340s have fuel in the stab too apparently.
All I can tell you about the pressurisation of the top of my head is that the 744 is patially pressurised before TO to seal the doors and give that bl...y big fuse from rigidity. The diff press is 8.2psi from memory (better not quote me on that).
De-ice/anti-ice........NFI
Hope that gives you something........Good luck.