Air carrier ramp personnel did not know how to properly connect and operate air conditioning and ground start air carts for a CL65. A Flight Attendant was injured when the cabin pressurized forcing her to open the main cabin door because an air cart was not disconnected.
Synopsis
Air carrier ramp personnel did not know how to properly connect and operate air conditioning and ground start air carts for a CL65. A Flight Attendant was injured when the cabin pressurized forcing her to open the main cabin door because an air cart was not disconnected.
Narrative
It was the first leg of the trip and the APU was inoperable. The heat was excessive and I elected to hold boarding until an air conditioning cart could be provided. After about 30 minutes; a low pressure cart was connected. Cabin temperature was 97 degrees as indicated by a thermometer on the Flight Attendant's flight bag. Passengers were boarded shortly after. I made three requests for a high pressure huffer cart during boarding; and one was finally provided. Unfortunately; not a single ramp worker knew how to use it. The First Officer made at least two trips to the ramp in an attempt to help connect the huffer cart. The huffer cart was connected; and I instructed the ramp to disconnect the low pressure air conditioning cart. Approximately five minutes later the paper work was handed out and Flight Attendant closed the main cabin door. The aircraft immediately began to pressurize. I instructed the Flight Attendant to re-open the door and it opened very abruptly. The ramp crew had failed to disconnect the air conditioning cart. The door wasn't closed for more than 10 seconds. I had no idea that it would pressurize so quickly. The Flight Attendant was a little shaken up; but seem fine otherwise; and we continued to our destination without further incident. Over the next three days of the trip Flight Attendant complained of some minor pain in the shoulders. She elected to stay on and continue the four day. She called me to inform me that she had reported the injury to her in-flight Supervisor. In the future I will personally verify that all exterior carts have been disconnected. I feel responsible for what could have been a very serious injury to my Flight Attendant. Opening the main cabin door may not have been the best option. I suppose the emergency depressurization switch would have been a safer alternative. The ramp personnel are poorly trained and unfamiliar with the use of high pressure carts; low pressure carts; and ground power. The heat was excessive. The cabin had cooled off; but the cockpit remained at 97 degrees throughout this incident. It was a serious distraction. APUs should not be deferred in August.
Second reporter narrative
I made multiple trips to the back of the aircraft questioning the ground crew about why the airplane was not getting any air. We also took the steps to have a huffer cart available for engine start. The ramp personnel were first confused as to whether or not we needed the huffer cart. There were multiple attempts to find a cart and ground personnel to operate it. After continued miscommunication with the ramp and Maintenance about our requirements; we finally received a huffer cart. Again I made multiple trips back to the huffer cart and again it became evident that the ramp personnel did not know how to properly operate the equipment. Previously we had spoken with the ramp personnel and came to agreement that the air conditioning cart would be removed when the huffer cart was hooked up and ready for engine start. After questioning the ramp crew; the huffer cart finally began to work. I returned to my seat to finish preflight duties and the last thing I remember is feeling pressure in my ears as if the cabin was pressurizing. The Captain and I immediately noticed this and realized the flight attendant was closing the main cabin door. Our reaction was to tell her not to close the door. She opened the door and potentially injured her arm. I feel that one way to keep this from happening again is to ensure there is an operable APU; especially for the type of operation we run. It is rare to have power and air available at the gate; much less a jet bridge; therefore; APU operation almost always necessary. The situation was very hectic on the ramp. The airplane was very uncomfortable for the crew and passengers. We needed an air conditioning cart; a huffer cart; and qualified personnel to operate them. These requirements needed to be coordinated as quickly as possible for crew and passenger comfort. As a crew we made attempts to brief the necessary people of the requirements of our flight that evening. At some point the lines of communication were dropped; which led to the error. A thorough briefing is always necessary to make sure everyone understands their responsibilities and what is expected of them.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.