A B757-200 FLT CREW HAD BOTH CABIN PRESSURE CONTROLLERS FAIL SHORTLY AFTER TAKEOFF. THEY RETURNED TO THE DEP ARPT FOR MAINTENANCE.

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THIS WAS AN IFR FLT PLAN ON A B757-200. ON THE ARR LNDG THERE WAS AN INDICATION OF THE FAILURE OF BOTH CABIN AUTO CONTROLLERS. THIS ACFT HAD A HISTORY OF THIS PROB. MAINT WORKED ON THE PROB AND CLRED THE WRITE-UP. WHEN WE DEPARTED WE HAD 177 PAX AND 5 FLT ATTENDANTS ON BOARD. THE FO WAS FLYING THE ACFT AND I (AS CAPT) ACTED AS THE PNF. WINDSHEAR OF +10-15 KTS WAS RPTED BY LNDG ACFT; SO AS PER COMPANY POLICY WE USED FULL THRUST FOR TKOF PWR. AFTER LIFTOFF (FROM RWY 12); I RAISED THE GEAR HANDLE AND DURING GEAR RETRACTION NOTICED THAT WE HAD A FAULT INDICATED ON BOTH CABIN ALT CONTROLLERS. I INSTRUCTED THE FO TO LEVEL OFF; WE WERE CLBING OUT OF 2000 FT MSL; SO HE LEVELED OFF AT 2500 FT MSL. I INFORMED DEP CTL THAT WE WERE LEVELING OFF AND NEEDED TO RETURN TO THE ARPT. PERMISSION WAS IMMEDIATELY GRANTED BY ATC TO LEVEL OFF AND START A L TURN TO A L DOWNWIND FOR RWY 12. BEFORE I NOTICED THE ELECTRONIC WARNING THAT THE CABIN CONTROLLERS HAD FAILED; I COULD FEEL AN UNUSUAL PRESSURE DIFFERENTIAL. I SAW THE CABIN AUTO CONTROLLER FAILURE; SELECTED MANUAL CTL; AND STARTED ADJUSTING CABIN PRESSURE. ATC ASKED IF WE WERE DECLARING AN EMER AND IF WE NEEDED EMER EQUIP UPON LNDG. I HAD THE CABIN PRESSURE UNDER CTL USING MANUAL CTL AND AT NO TIME WERE THE PAX OR CREW IN ANY DANGER; SO I TOLD ATC THAT WE WERE NOT DECLARING AN EMER AND MERELY NEEDED TO RETURN TO THE ARPT DUE TO AN AUTO PRESSURIZATION PROB. AT NO TIME WERE THE PAX OR CREW IN ANY DANGER. THE ACFT WAS FLYING FINE AND THE MANUAL PRESSURIZATION CTL WAS WORKING FINE. OUR TKOF WT WAS 208402 LBS; AND WITH THE SHORT FLT OUR LNDG WT WAS APPROX 205000 LBS (MAX LNDG WT IS 198000 LBS). THE LNDG WAS VERY SMOOTH. AFTER CLRING THE RWY; GND CTL HAD US WAIT FOR TAXIING ACFT; SO THE FO CALLED THE COMPANY DISPATCH TO NOTIFY THEM OF THE TURN BACK; THE PRESSURIZATION PROB; AND THE OVERWT LNDG.