Narrative:

Preflight; pushback; and taxi operations all being normal; we took-off. Climbing through approximately 11000 feet; the left 'pack trip off' light illuminated. Captain (ca) took the radios; and continued flying; while delegating the running of the QRH procedure to me. While reaching for the QRH--approximately two seconds later--the right 'pack trip off' light illuminated; and the cabin altitude climb indicator showed a rise of over 2000 feet/min. Fearing that I'd misconfigured the system; I checked my work; and found all switches in their normal positions following a standard; bleeds-open takeoff. I ran the QRH procedure; while ca requested lower from ATC to avoid auto-deployment of the passenger oxygen masks. The procedure called for warming of the pack outputs to decrease the workload on each individual pack; followed by a trip reset of the system. This was accomplished according to the QRH; and normal operation of the packs resumed. Again fearing that I'd made some sort of configuration mistake; I asked ca to check the switch positions on the air conditioning panel--none of which had been moved in any way since the moment the bleeds were transferred from the APU to the engines per normal ops following engine start. Ca verified that all switches on the a/C panel were in the normal ops positions; and we discussed a plan of action. Being that we had no explanation for what may have caused the dual trip in the first place; and the fact that we'd burned through some of our holding/alternate/contingency fuel while maneuvering; and attending to the QRH procedure; we elected to divert the flight to ZZZ. Given the VMC day; an 11000 feet runway in ZZZ; our want to get our passengers safely to [destination] at some point following a maintenance inspection; and my estimation of ca's flying skills (having completed two other 4-day pairings in the recent past with him); we elected an overweight landing in ZZZ. Ca briefed the passengers and the flight attendants while delegating navigation to ZZZ; as well as messages to dispatch to me. After he briefed the fas/passengers; he took over dispatch; and [maintenance] messaging while I set up for the VMC approach into ZZZ. When ca finished with coms; we ran normal briefings and checklists; were vectored onto the runway xy ILS final approach course; and completed the landing. Giving consideration to our overweight condition; ca accomplished a soft touchdown; longer rollout; and minimal braking to avoid over-stressing the landing gear as we'd previously discussed. We taxied to the gate under normal conditions and; once parked; ca briefed the [duty manager]; dispatch; and the passengers; while I sent ACARS messages to [maintenance]; and spoke with the operations [representative] and the mechanics. After several positive customer service interactions; we boarded another aircraft and flew to [destination] without incident.

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Original NASA ASRS Text

Title: B737 First Officer reported that during climb both Air Conditioning Packs tripped off within seconds of each other; resulting in a descent and diversion.

Narrative: Preflight; pushback; and taxi operations all being normal; we took-off. Climbing through approximately 11000 feet; the Left 'Pack Trip Off' light illuminated. Captain (CA) took the radios; and continued flying; while delegating the running of the QRH procedure to me. While reaching for the QRH--approximately two seconds later--the Right 'Pack Trip Off' light illuminated; and the cabin altitude climb indicator showed a rise of over 2000 feet/min. Fearing that I'd misconfigured the system; I checked my work; and found all switches in their normal positions following a standard; bleeds-open takeoff. I ran the QRH procedure; while CA requested lower from ATC to avoid auto-deployment of the passenger oxygen masks. The procedure called for warming of the pack outputs to decrease the workload on each individual pack; followed by a trip reset of the system. This was accomplished according to the QRH; and normal operation of the packs resumed. Again fearing that I'd made some sort of configuration mistake; I asked CA to check the switch positions on the Air Conditioning panel--none of which had been moved in any way since the moment the bleeds were transferred from the APU to the engines per normal ops following engine start. CA verified that all switches on the A/C panel were in the normal ops positions; and we discussed a plan of action. Being that we had no explanation for what may have caused the dual trip in the first place; and the fact that we'd burned through some of our holding/alternate/contingency fuel while maneuvering; and attending to the QRH procedure; we elected to divert the flight to ZZZ. Given the VMC day; an 11000 feet runway in ZZZ; our want to get our passengers safely to [destination] at some point following a maintenance inspection; and my estimation of CA's flying skills (having completed two other 4-day pairings in the recent past with him); we elected an overweight landing in ZZZ. CA briefed the passengers and the flight attendants while delegating navigation to ZZZ; as well as messages to dispatch to me. After he briefed the FAs/passengers; he took over dispatch; and [maintenance] messaging while I set up for the VMC approach into ZZZ. When CA finished with coms; we ran normal briefings and checklists; were vectored onto the Runway XY ILS final Approach course; and completed the landing. Giving consideration to our overweight condition; CA accomplished a soft touchdown; longer rollout; and minimal braking to avoid over-stressing the landing gear as we'd previously discussed. We taxied to the gate under normal conditions and; once parked; CA briefed the [duty manager]; Dispatch; and the passengers; while I sent ACARS messages to [maintenance]; and spoke with the operations [representative] and the mechanics. After several positive customer service interactions; we boarded another aircraft and flew to [destination] without incident.

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.