AN A320 RETURN LAND FOLLOWING A 'VENT SKIN VALVE FAULT' ECAM ANNUNCIATION DURING TKOF.

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TKOF FROM RWY 1R AT LAS DUE TO AREA WINDS. AT APPROX 80-85 KTS WE GOT A 'VENT SKIN VALVE FAULT' ECAM. SINCE WE WERE ALREADY IN THE 'HIGH SPD REGIME' AND COULD IDENT THE PROB; THE TKOF WAS CONTINUED. ESTABLISHED ON THE DEP; SELECTED AUTOPLT; TOOK THE RADIO DUTIES; AND HAD THE FO RECALL AND START ON THE ECAM PROC. FIRST 2 STEPS DID NOT SOLVE THE PROB AND THE DECISION POINT SAYS NOT TO CLB ABOVE 10000 FT. CALLED ATC AND ADVISED WE NEEDED TO STOP THE CLB AT 10000 FT. ASKED FOR AREA HOLDING; CONDITIONS WERE VFR; AND LAS DEP ASKED IF HOLDING ON THE 066 DEG RADIAL OF LAS AT 25 DME R TURNS AND 10 NM LEGS WOULD WORK. DISCOVERED WE WERE RIGHT AT THAT POINT AS I TRIED TO BUILD THE FIX. ATC ASSUMED WE WOULD HOLD E OF THE FIX; CREW ASSUMED WE WERE TO HOLD INBOUND TO THE FIX (W). DISCOVERED THE DIFFERENCE WHEN ATC STARTED HAVING TFC CONFLICTS WITH OUR FLT. DUE TO THE CHANGES; HOLD WAS FLOWN MANUALLY WITH AUTOPLT AND HDGS. FO SENT AN ACARS MESSAGE TO MAINT TO SEE IF THEY COULD HELP US RESTORE THE SYS TO CONTINUE THE FLT TO DENVER. MAINT HAD 2 CTLRS ON THE LINE AND THEY WERE CONCERNED THAT PULLING A SET OF CIRCUIT BREAKERS WOULD CAUSE A FULL DEPRESSURIZATION. FO TOLD ME WHAT WAS UP AND SUGGESTED I TALK TO MAINT. FO TOOK FLYING DUTIES AND ATC COMS. I TALKED TO MAINT AND THEY FELT THAT EVEN IF THE CIRCUIT BREAKER CYCLE WORKED THEY WERE NOT CONFIDENT THE SYS WOULD HOLD. THIS WAS THE FIFTH RECENT PROB WITH THIS SYS. WITH THAT; I ADVISED THAT WE WOULD RETURN TO LAS AND THAT WE WERE APPROX 5000 LBS OVER MAX LNDG WT. MAINT ADVISED DISPATCH OF OUR PROB AND THE RETURN TO LAS. WE RAN THE OVERWT LNDG CHKLIST AND LANDED LAS RWY 25L. THIS WAS A VERY BUSY AND SOMEWHAT CONFUSING SCENARIO. THEN ATC GAVE A CLRNC THAT WAS CONFUSED. ATC WAS BUSY WITH THE NONSTANDARD ARPT OP DUE TO THE WIND. PLUS; ATC HAD ANOTHER FLT INBOUND WITH A MEDICAL EMER. DID KEEP DISPATCH; FLT ATTENDANTS; PAX AND ATC ADVISED THROUGHOUT THE OP.