Narrative:

On the first takeoff attempt when we were cleared onto the runway; the captain's pfd & nd failed along yaw damper; pressurization panel; and left IRS. We told tower we needed to clear the runway; called dispatch; and returned to gate. Maintenance replaced left IRS however there were still issues. The yaw damper would not engage and the left stall warning would not test. The items were deferred and we attempt to complete the flight.on the second takeoff; airspeeds matched at 80 kts but soon after takeoff; captain's airspeed indicator malfunctioned along with the captain's altimeter. First officer's and standby instruments agree and captain's airspeed was indicating greater than 350 kts in the climb which also caused the overspeed warning to activate. We called company on arinc because the ACARS had also failed and planned for an air return. We were also getting multiple other false warnings such as; but not limited to the pseu; which is supposed to be inhibited in flight. Also received several false stall warnings. During our first approach attempt we received a wind shear report so we discontinued the approach; on the second attempt we landed without further incident.aircraft X had a history of avionics problems. Captain's airspeed indications had been written up by a previous crew also. The cause of the problems wasn't identified before our flight and actually got worse.when an aircraft has multiple similar issues; ground it until the problems are positively identified and corrected; even if it takes days before it's released for flight.

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Original NASA ASRS Text

Title: B737-800 flight crew reported multiple system malfunctions; resulting in a return to the departure airport.

Narrative: On the first takeoff attempt when we were cleared onto the runway; the Captain's PFD & ND failed along Yaw Damper; Pressurization panel; and L IRS. We told Tower we needed to clear the runway; called Dispatch; and returned to gate. Maintenance replaced L IRS however there were still issues. The Yaw Damper would not engage and the left stall warning would not test. The items were deferred and we attempt to complete the flight.On the second takeoff; airspeeds matched at 80 kts but soon after takeoff; Captain's airspeed indicator malfunctioned along with the Captain's altimeter. First Officer's and standby instruments agree and Captain's airspeed was indicating greater than 350 kts in the climb which also caused the overspeed warning to activate. We called company on Arinc because the ACARS had also failed and planned for an air return. We were also getting multiple other false warnings such as; but not limited to the PSEU; which is supposed to be inhibited in flight. Also received several false stall warnings. During our first approach attempt we received a wind shear report so we discontinued the approach; on the second attempt we landed without further incident.Aircraft X had a history of avionics problems. Captain's airspeed indications had been written up by a previous crew also. The cause of the problems wasn't identified before our flight and actually got worse.When an aircraft has multiple similar issues; ground it until the problems are positively identified and corrected; even if it takes days before it's released for flight.

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.