This sounds like the elusive clock spring problem that Chrysler has finally admitted to on other models, only after the customers complained since around 1996 about the documented problems concerning the clock spring and the circuits associated with it.
If you have to end up getting the problem corrected on your own dime (before a TSB or recall is issued - like many customers have had to do in the past), make sure the dealer that does it makes a note on the repair ticket what the diagnosis is, parts needed to repair it and the labor.
Also, try to do it within the first 12 months or 12K miles; the period the Chrysler claims bumber to bumper warranty service. Don't let them drag out the diagnosis period past the warranty period.
This way, if it is the clock spring, and if Chrysler drags their feet until litigation makes them issue a recall (while kicking and screaming all the way), you should be able to file the repair against Chrysler for reimbursement.
This method assures 3 to 5 years of safe driving while Chrysler comes to terms with the financial denial mandated by the bean counters.
The clock spring is what transfers circuit contact of the controls that turn with the steering wheel. Airbags, speed control and horn seem to be the major ones. It is a commonly used circuit, and is problematic. With the amount of Plastic used in the interior of the PT, the "curing" stage where the residue of the plastic inside the cockpit, as it ages, can settle on the contact area of the clock spring.
You can see the same thing happening by the film that settles on the inside windows and windshield when the car is purchased new and for the first few months thereafter.
This allows small surface areas to become partially insulated by the residue, (much like what cooking grease residue or tar from Cigarette smoke does to older volume controls in home stereo, radios, etc.).
The partial interruption of the signal passing from the rotating circuits to the stationary PCM is interpretted as a sensor, actuator or controller failure to the PCU, and it flings a code. Due to the safety and liability issues os the airbag, the PCM is especially sensitive to potential errors that are reported in this circuit.
This may not apply to your problem; just a guess based on past testimonial.
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