Narrative:

Coming off the layover we met the inbound plane; maintenance was already on board saying the previous mechanics improperly complied with a MEL for the avionics cooling. Maintenance signed off their work and we proceeded as normal. On the takeoff roll we received a caution message for a skin air vent fault at around 95 knots. We continued the takeoff and addressed the ECAM (electronic centralized aircraft monitor) message immediately after completing the 'after take-off' checklist. I was pilot flying and working the radios as the captain ran the ECAM and QRH follow up. Since the ECAM told us to depressurize the cabin and not exceed 10;000 ft; the decision was made to divert to [a nearby alternate]. At this time we were over are landing weight; but the abnormal situation did not warrant an overweight landing. On our way to [our alternate] we experienced mcdu (multifunction control display unit) overheat messages followed by the mcdu's blanking out. At one point both mcdus were blank for a minute or two. Also I remember seeing 'GPS primary lost' on the captain's nd (navigation display). Since the problem seemed like it was escalating and we were operating with a degraded form of navigation; the decision was made to divert to [a closer alternate]. Before landing we ran the overweight landing checklist and had arff (airport rescue and firefighting) standing by in case of a hot brake situation. During all of this we had another company captain in the jump-seat who was included in the conversation and decision making.

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Original NASA ASRS Text

Title: A321 First Officer reported diverting to an alternate airport after experiencing multiple systems failures related to loss of equipment cooling.

Narrative: Coming off the layover we met the inbound plane; Maintenance was already on board saying the previous mechanics improperly complied with a MEL for the avionics cooling. Maintenance signed off their work and we proceeded as normal. On the takeoff roll we received a caution message for a skin air vent fault at around 95 knots. We continued the takeoff and addressed the ECAM (Electronic Centralized Aircraft Monitor) message immediately after completing the 'after take-off' checklist. I was pilot flying and working the radios as the Captain ran the ECAM and QRH follow up. Since the ECAM told us to depressurize the cabin and not exceed 10;000 ft; the decision was made to divert to [a nearby alternate]. At this time we were over are landing weight; but the abnormal situation did not warrant an overweight landing. On our way to [our alternate] we experienced MCDU (Multifunction Control Display unit) Overheat messages followed by the MCDU's blanking out. At one point both MCDUs were blank for a minute or two. Also I remember seeing 'GPS Primary Lost' on the Captain's ND (Navigation Display). Since the problem seemed like it was escalating and we were operating with a degraded form of navigation; the decision was made to divert to [a closer alternate]. Before landing we ran the Overweight Landing checklist and had ARFF (Airport Rescue and Firefighting) standing by in case of a hot brake situation. During all of this we had another company Captain in the jump-seat who was included in the conversation and decision making.

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.