CKP OF A B757 ACR ACFT FAILED TO RESET THE ACFT PRESSURIZATION TO ARPT ELEVATION IN TIME TO DEPRESSURIZE THE CARGO HOLDS RESULTING IN INJURY TO CGP CARGO HANDLER AND DAMAGE TO THE ACFT CARGO COMPARTMENT.

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FLC BEGAN AS A ROUTINE GVC ARPT QUALIFICATION. I WAS THE CAPT OF RECORD; BUT WAS PERFORMING THE FO DUTIES. AT CRUISE ALT; I SET THE CABIN ALT FOR DEST AT 3600 FT. THIS WAS WHAT THE AUTOMATIC CTLR HAD TAKEN THE CABIN TO IN CRUISE; SO I JUST MATCHED IT (FL280). NORMALLY I SET THE DEST ELEVATION OF 7673 FT AT GVC; BUT SINCE WE WERE CRUISING AT LOWER ALTS FOR HEADWINDS; I SET 3600 FT TO PROVIDE MORE COMFORT AND LESS FATIGUE FOR PAX AND CREW. UPON DSCNT I WAS BUSY EXPLAINING ALL OF THE SPECIAL GVC PROCS AND NORMAL FMC PROCS. I FORGOT TO RESET THE PRESSURIZATION WINDOW TO 7673 FT. 70 SECONDS AFTER TOUCHDOWN THE AUTOMATIC CTLR SHOULD DEPRESSURIZE THE B757; IN THE EVENT THE PRESSURIZATION IS NOT SET CORRECTLY. IT FAILED TO DEPRESSURIZE. AT THE GATE; WE NOTICED THE MISTAKE AND SET THE CABIN ALT TO 7673 FT. HOWEVER; BEFORE THE ACFT COULD FULLY DEPRESSURIZE; THE AFT CARGO DOOR WAS OPENED. A BAGGAGE HANDLER WAS INJURED SLIGHTLY AND THE INNER AFT CARGO LINER WAS DAMAGED. THE ABOVE PROB OCCURRED DUE TO HUMAN ERROR AND AN AUTOMATIC EQUIP FAILURE. MOST PLTS TEND TO THINK IF THE LNDG CHKLIST IS COMPLETE; NOT TOO MUCH CAN GO WRONG. MAYBE PRESSURIZATION NEEDS TO BE PUT BACK ON THE LNDG CHKLIST ON THE MORE MODERN ACFT; SO WE CAN DOUBLE-CHK OURSELVES AND THE AUTOMATION.