Narrative:

While climbing through 8000 ft; the master caution light illuminated indicating that the equipment door light was on. We immediately observed the pressurization controller panel and it indicated normal per its placarded schedule. We ran the QRH and again observed the pressurization controller. It was on schedule. Even though the QRH indicated that continuing to destination was safe; I felt like something physically was off that I don't normally experience. My ears were abnormally popping and I had unusual sinus pressure. I mentioned this to the captain as we continued the climb to our cruise altitude of 40;000 ft. We also discussed that if the door was open; that the pressurization of the aircraft should force the door(s) closed per how out it was constructed/seated. Also; I told him that all doors were closed per my preflight of the aircraft. Around 30;000 ft; I still felt unusual pressure in my ears and sinuses and the captain also said he felt physically that the pressurization felt off and it just didn't feel right even though it was indicating on schedule via the indicators.this was when we both decided to level off; contact dispatch; and divert to a nearby airport to have the door and pressurization checked since it was only eighty miles ahead on our planned flight path. Even though all was indicating normal; except for the illumination of the equipment light; we both felt like the aircraft's pressurization system was not functioning properly. We decided it was best to divert and err on the side of safety. We were also not sure if something else might be wrong with the pitot static system. Upon landing; the equipment light extinguished.both east and east doors were closed when inspected. We called maintenance and they advised us that this plane had a history. Also; they instructed us that contract maintenance should be contacted to inspect the doors and pressurization system. They were called and came out to inspect. When doing so; the most aft east and east door was very hard to open and the lever seemed jammed. The maintenance technician was able to open it with much effort; inspected the pressurization system via faxed instructions; and all tests indicated normal. The door then seemed to open and close with ease and the equipment light illuminated when opened and extinguished when closed.along with contract maintenance; we MEL'd the door light; loaded the aircraft; and took off to our scheduled destination. We did not experience any abnormal pressurization issues physically like the flight prior and the light never illuminated throughout flight.the captain and I both agree that before we made the decision to divert; we should have radioed maintenance control and advised them of the situation. And; we should have gotten any pertinent information that could have further helped the evaluation to divert or keep going. This would have been very beneficial. Hindsight is always 20/20. I still think that we made the right decision giving the physical signs that we both experienced.

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Original NASA ASRS Text

Title: A B737-700 diverted to a nearby airport when the Master Caution and Equipment Cooling Door warning lights came on.

Narrative: While climbing through 8000 FT; the Master Caution light illuminated indicating that the Equipment Door light was on. We immediately observed the pressurization controller panel and it indicated normal per its placarded schedule. We ran the QRH and again observed the pressurization controller. It was on schedule. Even though the QRH indicated that continuing to destination was safe; I felt like something physically was off that I don't normally experience. My ears were abnormally popping and I had unusual sinus pressure. I mentioned this to the Captain as we continued the climb to our cruise altitude of 40;000 FT. We also discussed that if the door was open; that the pressurization of the aircraft should force the door(s) closed per how out it was constructed/seated. Also; I told him that all doors were closed per my preflight of the aircraft. Around 30;000 FT; I still felt unusual pressure in my ears and sinuses and the Captain also said he felt physically that the pressurization felt off and it just didn't feel right even though it was indicating on schedule via the indicators.This was when we both decided to level off; contact Dispatch; and divert to a nearby airport to have the door and pressurization checked since it was only eighty miles ahead on our planned flight path. Even though all was indicating normal; except for the illumination of the Equipment light; we both felt like the aircraft's pressurization system was not functioning properly. We decided it was best to divert and err on the side of safety. We were also not sure if something else might be wrong with the pitot static system. Upon landing; the Equipment light extinguished.Both E and E doors were closed when inspected. We called Maintenance and they advised us that this plane had a history. Also; they instructed us that Contract Maintenance should be contacted to inspect the doors and pressurization system. They were called and came out to inspect. When doing so; the most aft E and E door was very hard to open and the lever seemed jammed. The Maintenance Technician was able to open it with much effort; inspected the pressurization system via faxed instructions; and all tests indicated normal. The door then seemed to open and close with ease and the Equipment light illuminated when opened and extinguished when closed.Along with Contract Maintenance; we MEL'd the door light; loaded the aircraft; and took off to our scheduled destination. We did not experience any abnormal pressurization issues physically like the flight prior and the light never illuminated throughout flight.The Captain and I both agree that before we made the decision to divert; we should have radioed Maintenance Control and advised them of the situation. And; we should have gotten any pertinent information that could have further helped the evaluation to divert or keep going. This would have been very beneficial. Hindsight is always 20/20. I still think that we made the right decision giving the physical signs that we both experienced.

Data retrieved from NASA's ASRS site as of April 2012 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.