Narrative:

I was scheduled to fly with a student transitioning from the A320 first officer (first officer) to B737 first officer. The student called in sick and the new first officer was a short call on reserve. We were 29 minutes late off the gate due to an ACARS issue that was effecting data flow system wide. We were holding for hard copies of weights; take off data and runway data when the system came back on line slowly. Normal taxi out and take off except we requested anti-ice on for takeoff due to snow on runway still.after take off and on the climb out we experience a pressurization malfunction. The cabin 'altitude horn' sounded around 13;000 feet in the initial climb out. We reached an altitude of about 14;500 feet as we declared and emergency and where issued a decent to 10;000 feet by ATC. Our 'cabin altitude' and 'diff press' were fluctuating wildly up and down. Level at 10;000 feet the diff press gauge showed 8.6 psi and a cabin altitude of 27;500 feet. The cabin alt and diff press gauge was of no use but we were able to control the cabin climb gauge with the manual position of the pressurization controller and toggle switch.after we complied with the orh procedures we made the decision to return. Our aircraft state presented a 'altitude horn with forward panel light' followed by a pressurization 'auto fail' light on both automatic and altn modes and an 'off schedule' decent light. On the return it was discovered the equipment cooling exhaust 'off' light had come on too; for both normal and alternate positions. We never got to make a pilot logbook write up due to maintenance so quickly taking the logbook off the flight deck. They said that they would handle that specific write up when I told them I had not put it in the logbook yet.upon discussions with flight attendants it was decided to have EMS services available at the gate upon our return. The flight attendants (flight attendant) said the cabin had become quite hot with several customers complaining about their ears and would like EMS to meet us. The flight attendant's were given the T.east.south.T. And updated several times as well inbound. Several PA's to the customers from the flight deck and flight attendant's positions where made.we requested a 15 mile final to the ILS in visual conditions to allow for a slow and gradual decent to the airport. The approach and landing where uneventful. We had to wait for our gate due to it being occupied. Ramp did mention that the EMS crews were already at the gate; so they decided to hurry the aircraft on the gate off and made us wait for a few extra minutes.

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Original NASA ASRS Text

Title: B737 flight crew experiences a cabin altitude warning horn passing 13;000 feet during climb with the pressurization control panel displaying false indications of cabin altitude and differential pressure and actual cabin altitude oscillating up and down. Pressurization is controllable in manual but the crew elects to return to the departure airport due to passenger ear problems.

Narrative: I was scheduled to fly with a student transitioning from the A320 First Officer (FO) to B737 FO. The student called in sick and the new FO was a short call on reserve. We were 29 minutes late off the gate due to an ACARS issue that was effecting data flow system wide. We were holding for hard copies of weights; take off data and runway data when the system came back on line slowly. Normal taxi out and take off except we requested anti-ice on for takeoff due to snow on runway still.After take off and on the climb out we experience a pressurization malfunction. The cabin 'altitude horn' sounded around 13;000 feet in the initial climb out. We reached an altitude of about 14;500 feet as we declared and emergency and where issued a decent to 10;000 feet by ATC. Our 'CABIN ALT' and 'DIFF PRESS' were fluctuating wildly up and down. Level at 10;000 feet the DIFF PRESS gauge showed 8.6 PSI and a CABIN ALT of 27;500 feet. The Cabin Alt and Diff Press gauge was of no use but we were able to control the CABIN CLIMB gauge with the manual position of the pressurization controller and toggle switch.After we complied with the ORH procedures we made the decision to return. Our aircraft state presented a 'Altitude Horn with forward panel light' followed by a Pressurization 'Auto Fail' light on both AUTO and ALTN modes and an 'Off Schedule' decent light. On the return it was discovered the Equipment Cooling Exhaust 'OFF' light had come on too; for both normal and alternate positions. We never got to make a pilot logbook write up due to maintenance so quickly taking the logbook off the flight deck. They said that they would handle that specific write up when I told them I had not put it in the logbook yet.Upon discussions with flight attendants it was decided to have EMS services available at the gate upon our return. The Flight Attendants (FA) said the cabin had become quite hot with several customers complaining about their ears and would like EMS to meet us. The FA's were given the T.E.S.T. and updated several times as well inbound. Several PA's to the customers from the flight deck and FA's positions where made.We requested a 15 mile final to the ILS in visual conditions to allow for a slow and gradual decent to the airport. The approach and landing where uneventful. We had to wait for our gate due to it being occupied. Ramp did mention that the EMS crews were already at the gate; so they decided to hurry the Aircraft on the gate off and made us wait for a few extra minutes.

Data retrieved from NASA's ASRS site 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.