Narrative:

On the ramp area at gate; the captain and I were getting the flight deck ready. The deice crew member came on board the flight deck and asked if we were going to need to be deiced. We told him that we would need type I fluid. While we were boarding the aircraft; it started snowing. I contacted the deice crew on the comrdo to let them know that we were going to need type I and iv fluid. The paperwork was complete and handed out the door. The flight attendant closed the main cabin door and the captain called for the checklist. While we were completing the checklist; the deice crew asked on the comrdo if we were configured for deice. We said not at the time and that we would let them know when we were. The deice configuration checklist was then performed. I asked the captain if he wanted the flaps in the 45 degree position and he said yes. I proceeded to lower the flaps to the 45 degree position. The flaps were in the 8 degree position so I began extending the flaps from 8 degrees to 20 degrees; 20 degrees to 30 degrees; and 30 degrees to 45 degrees -- each increment at a time. After the flaps were at and indicating the 45 degree position; a ground personnel member plugged into the intercom and notified us to 'raise the flaps.' no reason was given. I tried to bring the flaps back up to the 30 degree position and when I did; I received a flaps fail caution message. I then notified the ramp personnel that I could not raise the flaps. When the aircraft main cabin door was opened; a ramp supervisor notified us that a ramp person's hand was caught between the flaps and a wheel chock and that a ground personnel member was taken to the hospital in an ambulance. Upon inspection of the area; a chock was found standing upright in a vertical position behind the left inboard flap and the left inboard flap showed damage. Preventive actions: change the deice procedure to where it is not done in the ramp area or have ramp personnel plug into the intercom and communicate with the crew on the flight deck telling them that the area is clear to configure the aircraft for deicing. Callback conversation with reporter revealed the following information: the reporter was not told the precise sequence of events but assumes that the ground crew member's hand was resting on an upright chock beneath the area where the flaps extend while attempting to remove a chock from behind the main gear wheel. That was the reason for the upright chock being where it was; yet the rear one was still in place while the front chock had been removed. There has not been a change to his air carrier's deice procedure; but the reporter believes a communications system that includes positive clearance for aircraft configuration changes must be developed in order to prevent future accidents such as this or worse.

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Original NASA ASRS Text

Title: While deicing a CRJ-200; a Ground crew member's hand became caught in the flap causing a 'Flaps Fail' indication. The pilots were not advised until after emergency responders arrived that someone was injured.

Narrative: On the ramp area at Gate; the Captain and I were getting the flight deck ready. The deice crew member came on board the flight deck and asked if we were going to need to be deiced. We told him that we would need Type I fluid. While we were boarding the aircraft; it started snowing. I contacted the deice crew on the COMRDO to let them know that we were going to need Type I and IV fluid. The paperwork was complete and handed out the door. The Flight Attendant closed the main cabin door and the Captain called for the checklist. While we were completing the checklist; the deice crew asked on the COMRDO if we were configured for deice. We said not at the time and that we would let them know when we were. The Deice Configuration checklist was then performed. I asked the Captain if he wanted the flaps in the 45 degree position and he said yes. I proceeded to lower the flaps to the 45 degree position. The flaps were in the 8 degree position so I began extending the flaps from 8 degrees to 20 degrees; 20 degrees to 30 degrees; and 30 degrees to 45 degrees -- each increment at a time. After the flaps were at and indicating the 45 degree position; a ground personnel member plugged into the intercom and notified us to 'raise the flaps.' No reason was given. I tried to bring the flaps back up to the 30 degree position and when I did; I received a flaps fail caution message. I then notified the Ramp Personnel that I could not raise the flaps. When the aircraft main cabin door was opened; a Ramp Supervisor notified us that a ramp person's hand was caught between the flaps and a wheel chock and that a ground personnel member was taken to the hospital in an ambulance. Upon inspection of the area; a chock was found standing upright in a vertical position behind the left inboard flap and the left inboard flap showed damage. Preventive actions: Change the deice procedure to where it is not done in the ramp area or have ramp personnel plug into the intercom and communicate with the crew on the flight deck telling them that the area is clear to configure the aircraft for deicing. Callback conversation with Reporter revealed the following information: The Reporter was not told the precise sequence of events but assumes that the ground crew member's hand was resting on an upright chock beneath the area where the flaps extend while attempting to remove a chock from behind the main gear wheel. That was the reason for the upright chock being where it was; yet the rear one was still in place while the front chock had been removed. There has not been a change to his air carrier's deice procedure; but the Reporter believes a communications system that includes positive clearance for aircraft configuration changes must be developed in order to prevent future accidents such as this or worse.

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.