Narrative:

After landing the aircraft in ZZZ; I taxied to the gate. Under the direction of the marshaller; I taxied the aircraft to a stop at gate xx. After receiving the brakes 'set' and chocks 'in' signals from the marshaller; I performed my usual shutdown checklist flow. After turning off the seatbelt sign; the flight attendant opened the main passenger door. While the door was opening downward; the door struck a ramper walking under the door on the head. He fell to the ground. The flight attendant notified me of what happened. I opened the cockpit door and contacted paramedics to respond to the scene. We attempted to assist the ramper until paramedics arrived. The crew and ground personnel assisted with passenger handling and deplaning. The paramedics arrived and assisted with the injured ramper. I was informed by another ramper after the event occurred that the ramper was walking back along the right side of the aircraft to retrieve the chocks to put them in place in the front of the CRJ700 aircraft. For some unknown reason the chocks had been left in the location that would be appropriate for a CRJ200 but the additional length of the CRJ700 placed the chocks to the right rear of the main passenger door. This and miscommunication between the ground personnel and the crew caused the event. I believed that it was completely safe to turn off the seatbelt sign and perform my after shutdown flow when I performed these actions. Additional training should occur to standardize the procedures to be utilized by both flight crew and ground personnel during the shutdown and door opening process so that this incident does not occur again. In addition; ground personnel must be aware that the door may open anytime after aircraft arrives at gate and brakes set chocks in signal is received by flight crew under the current procedures.

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Original NASA ASRS Text

Title: A CRJ-700's main cabin door struck a ramp worker as it was being opened after arrival. The worker was retrieving wheel chocks which were left on the ramp in a location near where a parked CRJ-200's wheels would be located.

Narrative: After landing the aircraft in ZZZ; I taxied to the gate. Under the direction of the Marshaller; I taxied the aircraft to a stop at Gate XX. After receiving the brakes 'set' and chocks 'in' signals from the Marshaller; I performed my usual shutdown checklist flow. After turning off the seatbelt sign; the Flight Attendant opened the main passenger door. While the door was opening downward; the door struck a Ramper walking under the door on the head. He fell to the ground. The Flight Attendant notified me of what happened. I opened the cockpit door and contacted paramedics to respond to the scene. We attempted to assist the Ramper until paramedics arrived. The crew and Ground Personnel assisted with passenger handling and deplaning. The paramedics arrived and assisted with the injured Ramper. I was informed by another Ramper after the event occurred that the Ramper was walking back along the right side of the aircraft to retrieve the chocks to put them in place in the front of the CRJ700 aircraft. For some unknown reason the chocks had been left in the location that would be appropriate for a CRJ200 but the additional length of the CRJ700 placed the chocks to the right rear of the main passenger door. This and miscommunication between the Ground Personnel and the crew caused the event. I believed that it was completely safe to turn off the seatbelt sign and perform my after shutdown flow when I performed these actions. Additional training should occur to standardize the procedures to be utilized by both flight crew and ground personnel during the shutdown and door opening process so that this incident does not occur again. In addition; ground personnel must be aware that the door may open anytime after aircraft arrives at gate and brakes set chocks in signal is received by flight crew under the current procedures.

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.