AN MD80 IN CLB AT 10000 FT HAD CABIN PRESSURE WARNING AND DIVERTED DUE TO MANUAL CTL WAS SLOW TO PRESSURIZE CABIN.

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ABORTED INITIAL TKOF DUE TO FORWARD CARGO DOOR LIGHT AT 50 KTS. ZZZ LINE COMPLETED A BRAKE AND DOOR INSPECTION. CREW PLACARD CONFIRMED WITH MAINT CTL. SECOND TKOF DOOR LIGHT ON AT 50 KTS THEN OUT BY LIFTOFF. TKOF CLB PRESSURIZATION CAPT PNF CHK WAS NORMAL. JUST AS 10000 FT CHKS COMPLETE; FIRST INDICATION WAS AURAL CABIN ALT WARNING AS SLIDING WINDOW AIR NOISE INCREASED. CAPT ACTION INCLUDED ALT HOLD THEN DSCNT ARMING 10000 FT AND SLOWING 250 KTS. DEPRESSURIZATION HAD STOPPED. INFORMED ATC OF PRESSURIZATION PROB AND RETURN TO 10000 FT. INFORMED NEXT SEGMENT MEA WOULD REQUIRE CLB. CAPT REQUESTED VECTORS E TOWARD PHX AT 9000 FT WHILE WE WORKED THE PROB. FLT ATTENDANTS RPTED BANG/NOISE NEAR AFT STATIONS AND #1 FLT ATTENDANT ALSO RPTED NOISE; CAPT EXPLAINED PROB AND AIR SEALS POSSIBLE EXPLANATION. INITIAL CABIN ALT CTL MANUAL WHEEL MOVEMENT FORWARD PRODUCED LESS THAN MY ANTICIPATED DSCNT ON CABIN VSI. GRADUALLY; CABIN DID PRESSURIZE. XFER LOCKOUT AND STANDBY LIGHTS WERE ON AND WITH AIR-5 CYCLING PRODUCED A LOCKOUT CONDITION. AIR-5 STATES STANDBY HAS FAILED BUT IN THIS CASE BOTH WERE INOP. MAINT AT PHX FOUND ONLY 1 FAILED; BUT ALSO WHEN THE INITIAL FAILURE SWITCHED THE OVERHEAD PANEL FAILED ALSO AND DID NOT LET THE GOOD COMPUTER TAKE CTL. THE FAILURE ALSO OCCURRED BEFORE THE OUTFLOW VALVE REACHED FULL CLOSED; SO WE NEVER HAD THE PRESSURIZATION FLOW WARNING LIGHT OR MASTER CAUTION. I'M NOW WANTING A MASTER CAUTION TIED TO THE STANDBY/LOCKOUT LIGHT TO ALERT WHEN A CTLR IS LOST WHILE IN USE! THIS WOULD GIVE INDICATION AT THE BEGINNING EVENT LEADING TO DEPRESSURIZATION; SO CORRECTIVE ACTION CAN BE STARTED. CAPT JUDGEMENT; EVEN THOUGH ACFT APPEARED SOUND AND MANUAL CTL DID SLOWLY TAKE CTL; CONSIDERING ENRTE OVER MOUNTAINOUS TERRAIN; ALT REQUIRED WX AT DEST; CLOSE VMC RTE TO PHX; POSSIBLE SYS OR AIR LEAK UNKNOWNS; WORKLOAD INCREASE REQUIRED BY MANUAL; ETC -- DIVERT TO PHX WAS COMPLETED.