Narrative:

Our original aircraft arrived 1 hour 15 minutes before departure with pack 2 inoperative and on MEL. 30 minutes before departure we called operations asking for catering. 10 minutes [prior to] departure we called operations again for catering and were told they were 'having challenges today' with no time estimate for their arrival. At this point we were fully boarded with cabin and cockpit temperatures slowly climbing due to the inoperative pack and high outside air temperature. The gate ground air was equally insufficient. 45 minutes after scheduled departure catering finally arrived at the aircraft as cabin temperatures had rose to 80F and the cockpit was at 88F.as catering finished we received an ECAM fault message for pack 2 overheat; in spite of the fact that the pack 2 selector switch was off in accordance with the existing MEL procedures. Line maintenance arrived within minutes to address the problem. With pack 2 already on MEL it was determined that more time was going to be needed to troubleshoot the issue. With cockpit and cabin temperatures continuing to rise to 90F I made the determination that we would need to deplane the aircraft. In short order an aircraft swap was arranged.at the next aircraft with cockpit and cabin temperatures again on the rise (the cockpit at one point reached 90F with the cabin at 80F); we waited 45 minutes after being fully boarded for a fuel truck to arrive after numerous efforts by operations to get us a fueler. We eventually pushed back 3 hours and 37 minutes late mostly due to catering and fueling related issues.we had briefed an anticipated taxi to 27L via Y and south. It was now pass midnight with no ground traffic when we were cleared to 27L via north and south and cleared to cross 27R. Holding short for departure tower offered us a departure from S3 or full length. It was at this point I realized that I was holding short at the old end of runway 27L off of north and not the new runway end at S1. For whatever reason my ipad had not been showing me a moving GPS ground position. We accepted the amended clearance to depart full length; continued the taxi to S1 and departed without further incident.by this point in the flight I was starting to feel the effects of fatigue after being in two cockpits for over two hours at or near 90F while trying to address vexing and needless delays. This [was] on the heels of about 6 hours sleep following a red-eye arrival that morning.

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Original NASA ASRS Text

Title: A321 Captain reported a Pack Number 2 failure requiring an aircraft swap; resulting in a rolling delay causing fatigue to become an issue.

Narrative: Our original aircraft arrived 1 hour 15 minutes before departure with PACK 2 inoperative and on MEL. 30 minutes before departure we called Operations asking for catering. 10 minutes [prior to] departure we called Operations again for catering and were told they were 'having challenges today' with no time estimate for their arrival. At this point we were fully boarded with cabin and cockpit temperatures slowly climbing due to the inoperative PACK and high outside air temperature. The gate ground air was equally insufficient. 45 minutes after scheduled departure catering finally arrived at the aircraft as cabin temperatures had rose to 80F and the cockpit was at 88F.As catering finished we received an ECAM fault message for PACK 2 overheat; in spite of the fact that the PACK 2 selector switch was off in accordance with the existing MEL procedures. Line Maintenance arrived within minutes to address the problem. With PACK 2 already on MEL it was determined that more time was going to be needed to troubleshoot the issue. With cockpit and cabin temperatures continuing to rise to 90F I made the determination that we would need to deplane the aircraft. In short order an aircraft swap was arranged.At the next aircraft with cockpit and cabin temperatures again on the rise (the cockpit at one point reached 90F with the cabin at 80F); we waited 45 minutes AFTER being fully boarded for a fuel truck to arrive after numerous efforts by Operations to get us a fueler. We eventually pushed back 3 hours and 37 minutes late mostly due to catering and fueling related issues.We had briefed an anticipated taxi to 27L via Y and S. It was now pass midnight with no ground traffic when we were cleared to 27L via N and S and cleared to cross 27R. Holding short for departure Tower offered us a departure from S3 or full length. It was at this point I realized that I was holding short at the old end of Runway 27L off of N and not the new runway end at S1. For whatever reason my iPad had not been showing me a moving GPS ground position. We accepted the amended clearance to depart full length; continued the taxi to S1 and departed without further incident.By this point in the flight I was starting to feel the effects of fatigue after being in two cockpits for over two hours at or near 90F while trying to address vexing and needless delays. This [was] on the heels of about 6 hours sleep following a red-eye arrival that morning.

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.