Narrative:

Shortly after passing 10;000 ft in our climb; the lead flight attendant called to inform us of a strong electrical smell in the forward galley area. Our conversation included old food in the ovens or coffee that had spilled onto the hot pad. In the cockpit; we only had a faint smell of cheap perfume or a weak solvent. The consensus was that the odor was dissipating after a few minutes; but 5-10 minutes later the lead flight attendant called to say that she and 2 other flight attendants were experiencing respiratory distress (burning throats; irritated nasal passages) as well as irritated eyes. The first officer and I didn't notice any irritation; but elected to go on oxygen as a precaution and declared an emergency and diverted back to the departure airport. The lead flight attendant was cared for by a paramedic/passenger and then was cared for by paramedics that had met the aircraft at the gate. I don't know what caused the event; but the number one engine had been replaced and this was the first revenue flight for that engine. The idg oil cooler on that same engine was also replaced during the same maintenance session. When cabin odor reports are submitted; an extensive checklist is followed to try to isolate the source of the odor. Why not use the same checklist to inspect the aircraft any time a piece is replaced that has a direct contact with the pneumatic system or air recirculation. One step further would be a requirement for a test flight.

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Original NASA ASRS Text

Title: An A320 Lead Flight Attendant became ill after a strong electrical smell developed in the forward galley during climb; an emergency was declared and the flight returned to the departure airport.

Narrative: Shortly after passing 10;000 FT in our climb; the Lead Flight Attendant called to inform us of a strong electrical smell in the forward galley area. Our conversation included old food in the ovens or coffee that had spilled onto the hot pad. In the cockpit; we only had a faint smell of cheap perfume or a weak solvent. The consensus was that the odor was dissipating after a few minutes; but 5-10 minutes later the Lead Flight Attendant called to say that she and 2 other flight attendants were experiencing respiratory distress (burning throats; irritated nasal passages) as well as irritated eyes. The First Officer and I didn't notice any irritation; but elected to go on oxygen as a precaution and declared an emergency and diverted back to the departure airport. The Lead Flight Attendant was cared for by a paramedic/passenger and then was cared for by paramedics that had met the aircraft at the gate. I don't know what caused the event; but the number one engine had been replaced and this was the first revenue flight for that engine. The IDG oil cooler on that same engine was also replaced during the same maintenance session. When cabin odor reports are submitted; an extensive checklist is followed to try to isolate the source of the odor. Why not use the same checklist to inspect the aircraft any time a piece is replaced that has a direct contact with the pneumatic system or air recirculation. One step further would be a requirement for a test flight.

Data retrieved from NASA's ASRS site as of July 2013 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.