Narrative:

Soon after takeoff; during climb out; the purser called the cockpit. He told me that he; and other flight attendants; smelled electrical smoke. I informed the other two pilots. We noticed no unusual electrical indications or anomalies. After coordinating with the captain and the flight attendants; I grabbed the pbe; ensured the cart was in place; and went into the cabin (I was the expendable pilot on this flight). After 2-3 steps; I smelled the electrical fumes. I reported this to the cockpit. I called back and spoke with the first officer. He stated that they had run the first steps of the check list; and if the source was a recirculation fan or via the APU bleed valve; the fumes may disappear soon. After approximately 45-60 seconds; the fume did dissipate; and after approximately 120 seconds; there were no fumes detected. The cabin was free of fumes; and the flight attendants were satisfied that the current threat had been eliminated. I returned to the cockpit. At that time; the first officer was flying and handing ATC; and the captain was coordinating with dispatch and maintenance. I listed to both radios. The first officer was taking local vectors while the captain and dispatch/maintenance were looking at the electrical systems. I heard maintenance state that they did see something to the effect of an overheat/malfunction with one of the lower recirculation fans. Maintenance also implied that we might have the option; now that the fan was off line; of waiting 5-10 minutes; if no more fumes entered; we might be able to continue the flight. Collectively; we politely declined that particular option. We verified the cabin fume checklist (I believe that is the name of the checklist) was complete; and discussed returning. The captain told dispatch that we planned to return with an overweight landing. Dispatch agreed; and check the landing distance (verified weight/performance; coordinated with local maintenance; etc; for our return). We had an uneventful return. The captain flew the approach; and stopped using reverse and minimum braking. We taxied to the gate (nice job by ops; gate was ready; and a number of mechanics were at the gate when we returned). We parked at the gate; were chocked; and the mechanics did their magic. A while later we were able to depart for an uneventful flight.

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Original NASA ASRS Text

Title: B777 crew is informed by the Purser of electrical fumes in the cabin during climb out. The fumes dissipate after the recirculation fans are turned off but the crew elects to return for maintenance.

Narrative: Soon after takeoff; during climb out; the Purser called the cockpit. He told me that he; and other flight attendants; smelled electrical smoke. I informed the other two pilots. We noticed no unusual electrical indications or anomalies. After coordinating with the Captain and the Flight Attendants; I grabbed the PBE; ensured the cart was in place; and went into the cabin (I was the expendable pilot on this flight). After 2-3 steps; I smelled the electrical fumes. I reported this to the cockpit. I called back and spoke with the First Officer. He stated that they had run the first steps of the check list; and if the source was a recirculation fan or via the APU bleed valve; the fumes may disappear soon. After approximately 45-60 seconds; the fume did dissipate; and after approximately 120 seconds; there were no fumes detected. The cabin was free of fumes; and the flight attendants were satisfied that the current threat had been eliminated. I returned to the cockpit. At that time; the First Officer was flying and handing ATC; and the Captain was coordinating with Dispatch and Maintenance. I listed to both radios. The First Officer was taking local vectors while the Captain and Dispatch/Maintenance were looking at the electrical systems. I heard Maintenance state that they did see something to the effect of an overheat/malfunction with one of the lower recirculation fans. Maintenance also implied that we might have the option; now that the fan was off line; of waiting 5-10 minutes; if no more fumes entered; we might be able to continue the flight. Collectively; we politely declined that particular option. We verified the Cabin Fume checklist (I believe that is the name of the checklist) was complete; and discussed returning. The Captain told Dispatch that we planned to return with an overweight landing. Dispatch agreed; and check the landing distance (verified weight/performance; coordinated with local maintenance; etc; for our return). We had an uneventful return. The Captain flew the approach; and stopped using reverse and minimum braking. We taxied to the gate (nice job by ops; gate was ready; and a number of mechanics were at the gate when we returned). We parked at the gate; were chocked; and the mechanics did their magic. A while later we were able to depart for an uneventful flight.

Data retrieved from NASA's ASRS site as of April 2012 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.