Narrative:

We were deviating around weather at FL350. The cabin altitude horn and light came on. We assessed the situation and put our O2 masks on. The pressurization panel was climbing (cabin) at 1500 to 2000 [FPM]. ATC was busy and congested. The mode control panel (MCP) was locked up; i.e. Could not change altitude; airspeed; course; etc. We started down and advised ATC. We were IFR descending into the weather beneath us; we continued with checklist. I spoke to the flight attendants to let them know what we had a pressurization issue and would let them know more shortly.around FL240; the passenger O2 masks dropped. I talked to the passengers and the flight attendants and told them to put the masks on and keep them on until you hear from the captain. We were also attempting to communicate with dispatch via ACARS and arinc. Working with ATC; we were looking for a plan to divert while on the descent and deviating around weather. [The closest airport] was not an option; one mile; heavy rain. We both felt; with the MCP locked up; captain's course selector would not move or change. We felt we need a VFR airport. We agreed on [a suitable alternate]; good weather; away from thunderstorms; and a company station; would land with approximately 5.7 pounds of fuel. Dispatch agreed. We leveled at 11;000 feet; continued to deviate around weather and worked our way towards [the alternate]. We [advised] ATC; advised the flight attendants and passengers of our intentions; and that they could remove the masks. As a precaution we had the fire trucks out; had them do a quick look at the aircraft as we taxied to the gate on the aircraft's own power. We deplaned the passengers. There were no injuries reported when we arrived at the gate. After deplaning; I contacted dispatch; chief pilot and maintenance control and made the appropriate write-ups.

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Original NASA ASRS Text

Title: B737 flight crew reported loss of cabin pressure as well as loss of the Mode Control Panel. They diverted to a suitable airport.

Narrative: We were deviating around weather at FL350. The Cabin Altitude horn and light came on. We assessed the situation and put our O2 masks on. The pressurization panel was climbing (cabin) at 1500 to 2000 [FPM]. ATC was busy and congested. The Mode Control Panel (MCP) was locked up; i.e. could not change altitude; airspeed; course; etc. We started down and advised ATC. We were IFR descending into the weather beneath us; we continued with checklist. I spoke to the Flight Attendants to let them know what we had a pressurization issue and would let them know more shortly.Around FL240; the passenger O2 masks dropped. I talked to the passengers and the Flight Attendants and told them to put the masks on and keep them on until you hear from the Captain. We were also attempting to communicate with Dispatch via ACARS and ARINC. Working with ATC; we were looking for a plan to divert while on the descent and deviating around weather. [The closest airport] was not an option; one mile; heavy rain. We both felt; with the MCP locked up; Captain's course selector would not move or change. We felt we need a VFR airport. We agreed on [a suitable alternate]; good weather; away from thunderstorms; and a Company station; would land with approximately 5.7 pounds of fuel. Dispatch agreed. We leveled at 11;000 feet; continued to deviate around weather and worked our way towards [the alternate]. We [advised] ATC; advised the Flight Attendants and passengers of our intentions; and that they could remove the masks. As a precaution we had the fire trucks out; had them do a quick look at the aircraft as we taxied to the gate on the aircraft's own power. We deplaned the passengers. There were no injuries reported when we arrived at the gate. After deplaning; I contacted Dispatch; Chief Pilot and Maintenance Control and made the appropriate write-ups.

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.