Narrative:

During takeoff roll on runway 27, we received a ECAM single ding with error message 'ventilation skin valve fault.' this fault had been worked on by maintenance before we departed so we judged this was part of the prior problem that had been deferred. We continued the takeoff. At about 12500 ft we got a cabin attendant altitude ECAM warning (above 10000 ft). We asked for and received an ATC clearance back to 10000 MSL. Cabin attendant returned to 10000. First officer reported that maximum cabin attendant altitude was approximately 10400. We returned to ZZZ and landed on runway 26 without further incident. I believe maintenance discovered that the exhaust valve had not been secured closed as we were led to believe. I also believe we did not receive enough information on the deferred 'vent skin valve fault' to know what to expect on takeoff roll and climb. We would have been better prepared to handle the problem with more detailed information. During the incident we had good crew communication and decision to quickly return to 10000 MSL and quick landing was made. There was strong light to moderate turbulence in the ZZZ area to due the high winds that day. Callback conversation with reporter revealed the following information: the reporter stated at takeoff he received an ECAM message 'skin valve fault' but this had just been deferred per the MEL. The reporter stated in climb about 12000 ft the cabin attendant altitude ECAM warning was displayed and a diversion back to ZZZ was initiated. The reporter stated the technicians meeting the airplane at the gate said something was done wrong. The reporter said, the fact that the MEL special procedures were in error, was not clarified by the technicians.

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Original NASA ASRS Text

Title: AN AIRBUS 320 WAS DISPATCHED WITH THE SKIN AIR OUTLET VALVE DEFERRED PER THE MEL BUT DIVERTED BECAUSE UNABLE TO PRESSURIZE THE CAB.

Narrative: DURING TKOF ROLL ON RWY 27, WE RECEIVED A ECAM SINGLE DING WITH ERROR MSG 'VENTILATION SKIN VALVE FAULT.' THIS FAULT HAD BEEN WORKED ON BY MAINT BEFORE WE DEPARTED SO WE JUDGED THIS WAS PART OF THE PRIOR PROB THAT HAD BEEN DEFERRED. WE CONTINUED THE TKOF. AT ABOUT 12500 FT WE GOT A CAB ALTITUDE ECAM WARNING (ABOVE 10000 FT). WE ASKED FOR AND RECEIVED AN ATC CLRNC BACK TO 10000 MSL. CAB RETURNED TO 10000. FO RPTED THAT MAX CAB ALTITUDE WAS APPROX 10400. WE RETURNED TO ZZZ AND LANDED ON RWY 26 WITHOUT FURTHER INCIDENT. I BELIEVE MAINT DISCOVERED THAT THE EXHAUST VALVE HAD NOT BEEN SECURED CLOSED AS WE WERE LED TO BELIEVE. I ALSO BELIEVE WE DID NOT RECEIVE ENOUGH INFO ON THE DEFERRED 'VENT SKIN VALVE FAULT' TO KNOW WHAT TO EXPECT ON TKOF ROLL AND CLB. WE WOULD HAVE BEEN BETTER PREPARED TO HANDLE THE PROB WITH MORE DETAILED INFO. DURING THE INCIDENT WE HAD GOOD CREW COM AND DECISION TO QUICKLY RETURN TO 10000 MSL AND QUICK LANDING WAS MADE. THERE WAS STRONG LIGHT TO MODERATE TURB IN THE ZZZ AREA TO DUE THE HIGH WINDS THAT DAY. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE RPTR STATED AT TKOF HE RECEIVED AN ECAM MSG 'SKIN VALVE FAULT' BUT THIS HAD JUST BEEN DEFERRED PER THE MEL. THE RPTR STATED IN CLB ABOUT 12000 FT THE CAB ALT ECAM WARNING WAS DISPLAYED AND A DIVERSION BACK TO ZZZ WAS INITIATED. THE RPTR STATED THE TECHNICIANS MEETING THE AIRPLANE AT THE GATE SAID SOMETHING WAS DONE WRONG. THE RPTR SAID, THE FACT THAT THE MEL SPECIAL PROCS WERE IN ERROR, WAS NOT CLARIFIED BY THE TECHNICIANS.

Data retrieved from NASA's ASRS site as of July 2007 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.