Regional Jet 900 (CRJ900)
Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Workload; Situational Awareness; Confusion; Communication Breakdown; Training / Qualification
Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Fuel Issue; Ground Event / Encounter Ground Equipment Issue
Flight Crew Became Reoriented; Flight Crew Took Evasive Action; General Flight Cancelled / Delayed
Aircraft; Procedure; Human Factors; Staffing
We had coordinated on a ZZZ to ZZZ1 out and back for extra gas so we wouldn't have to shut down the engine at ZZZ1. We had a quick turn and the APU was INOP.  After taxiing into the gate without incident; we shut down the left engine and left the right engine running. I got our new release and it said we needed 7.8k gate/6.1k min fuel. We had 6.8k on board and Dispatch gave us a ton extra for holding. I called Dispatch and asked just to take the fuel we had on board and they agreed and sent us a new fuel plan via ACARs. Simultaneously; I had the First Officer go out and tell the ramp we didn't want fuel or external power. He came back and said in informed the Ramp Supervisor. AC power was not applied to the aircraft. We deboarded and boarded without incident. Then about 20 minutes after getting into the gate; while briefing the takeoff; I noticed the AUTO XFLOW INHIBIT message and saw we were taking on fuel. It was less than 300 lbs at that time. I immediately jumped up and opened the galley door and shouted to the fueler to stop because the Right engine was running. It took him approximately a minute to understand what I was saying and he stopped fueling. We took on about 1000 lbs total. I contacted the ramp and he said that they were Other Company and not under his direct control. I informed him I would write up the incident. Rest of the flight was without incident.Have a notice to the pilots and to stations directed specifically at the rampers and fuelers that aircraft cannot Hot refuel. This seems to be more of we're finally busy and COVID is over so we're rusty and rushed. I had a second incident at ZZZ on the return flight. We arrived at the gate in ZZZ without incident. I shut down the left engine while leaving the right one running since we had no APU. The ground crew had trouble hooking up power and before I shut down the second engine; I saw the AUTO XFLOW INHIBIT status message. I had the First Officer immediately head to the galley door to have ramp stop fueling which was just starting. I was mostly deplaned and power was coming up so I killed the engine. The First Officer got the fueler to stop and we took on less than 100 lbs. I discussed with ramp personal reminding them not to start fueling until the engines are shut down. Nothing further of note happened after that.Unrelated; but distracting; update the APU start checklist and remove all items that are duplicates and will be handled under another checklist (told data; doors; trim; fuel check value test; etc.).
CRJ-900 Captain reported that during arrival with an inoperative APU; the fueler hooked up and began his upload prior to the engine being shut down or gate power applied; causing the Captain to secure the engine and order the fueler to discontinue fueling. He further stated that COVID had impacted the currency of training and compliance with procedures.