Date: 201506
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: SF 340B
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Parked
Reporter organization: Air Carrier
Reporter function: Flight Attendant (On Duty); Flight Attendant In Charge
Human factors: Physiological - Other
Anomaly: Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown; Ground Event / Encounter Other / Unknown
Detector: Person Flight Attendant
When detected: In-flight; Pre-flight
Result: General None Reported / Taken
Contributing factors: Aircraft; Company Policy; Human Factors; Weather
Primary problem: Ambiguous

Narrative: Unhealthy work environment due to temperature On the following flights I took temperature and humidity readings in the cabin of the planes I was working on with an 'Indoor Temperature and Humidity Meter' that was kept in the Galley/Service area during my presence on the planes.My initial concern with cabin temperatures occurred previously on numerous flights during the month of [month 1] and the first half of [month 2]. I decided it was time to track temperatures for myself.The first readings were 37.8 degrees C/100.04 degrees F and 76 percent humidity. Temperature was confirmed by checking the temperature gauge located on the overhead panel in the Flight Deck that measures duct and cabin temperatures; the reading was more than 35 degrees C. The Captain and I conferred and agreed to delay the plane until it was adequately cooled.  Please note; at those readings; according to the National Oceanic and Atmospheric Administration (NOAA) Heat Index Chart; the environment inside the plane was at a 'Danger Level for Likelihood of Heat Disorders with Prolonged Exposure or Strenuous Activity'. The fact the Ground; Gate; and Dispatch crews wanted to board the plane in this condition is ludicrous and completely unsafe.Once the plane was cooled to 28.6 degrees C/83.48 degrees F and 71 percent humidity passengers were boarded. Please note this is still in the 'Caution' Level of the NOAA Heat Index Chart.During flight the temperature increased. From the Service Area/Galley; it was 32.78 degrees C/91 degrees F and 73 percent humidity; an 'Extreme Caution' Level. Once on the ground; during my Security Search; the environment increased to 34.21 degrees C/93.57 degrees F and 80 percent humidity; again in the 'Extreme Caution' Level. There are no Aircraft Air Carts here so our passengers suffered. During the return flight I felt dizzy on more than one occasion.  Throughout this trip I recorded (and compared to the temperature gauge in the Flight Deck) varying temperatures as well as humidity levels. For the four days of the tripPeak heat was 37.8 degrees C/100.04 degrees F and 76 percent humidity - 'Danger Level'Peak heat was 30.11 degrees C/86.21 degrees F and 62 percent humidity - 'Caution'Peak heat was 34.82 degrees C/94.67 degrees F and 81 percent humidity - 'Extreme Caution'Peak heat was 32.11 degrees F/89.79 degrees F and 73 percent humidity - 'Caution/Extreme Caution'Flight attendants working on these aircraft are greatly exposed to unhealthy work environment temperatures.  This doubles the Workload Force endured as measured by the Allostatic Load Index; increasing the biological wear and tear experienced by flight attendants which contributes to numerous health factors flight attendants experience was on a trip; examples are raised blood pressure; sleep disorders; exhaustion; increased irritability; and others.Increase delays due to incompetence of Flight Attendants and MaintenanceOn every single plane I flew on this trip there were seatbelts installed incorrectly and/or seatbelt buckles installed upside down. During the flight; after I already boarded the plane; the previous Flight Attendant; told me about the missing card having not replaced it himself. Upon arrival; the original Flight Crew took over the plane with my [cabin log] located in the Flight Log Book. When my Flight Crew resumed operation of this aircraft; I found none of my issues were addressed and my [cabin log] were still just sitting there.I also call to attention that my Rest Period was violated by Crew Scheduling again. Here are times I'm submitting as evidence of Rest Period violations:XA:34 Block timeXA:45 Completion of dutiesXB:01 Arrival at shuttle pick up XB:07 Arrival at hotelXB:10 Check-in completedXB:15 Entered hotel roomXB:47 Tried to go to bed after showering and preparing uniform for the coming flightXC:35 Still awake due to Circadian Rhythm that was altered by being extended to XA:12XH:15 Awake due to elevators and guests slamming doors. Unable to return to sleep.XI:00 Shuttle back to airport as they only run every 30 minutes.XK:44/XL:01/XL:38 Fought fatigue and falling asleep on plane due to exhaustion and heat.If my Rest Period is to meet the basic definition listed above then it was completely violated by not starting it from XA:45 when I finished my duties. An interpretation would be it was violated again as at XB:01 I was still at the airport. And it was violated a 3rd time as I had no choice but to return to the airport on the XI:00 shuttle due to an XI:35 showtime.Crew Planning and Crew Scheduling's disregard for Flight Attendants' Circadian Rhythm and Overall health.During my trip period the combined efforts of Crew Planning and Crew Scheduling showed a lack of knowledge and consideration for the health of employees. Due to schedule changes and scheduling my Circadian Rhythm was completely thrown off affecting my health. This will happen again on a trip I have [month 3] with the following schedule:Day 0 - XI:18 to XO:29Day 1 - XC:15 to XK:25Day 2 - XA:00 to XK:06Day 3 - XA:00 to XL:06The increasingly earlier start times will have a definite negative effect on my physical health and sleep schedule.




Synopsis: A SF340 Flight Attendant reports high cabin temperatures during passenger boarding and enroute due to poor ground equipment and the inability of the aircraft cooling system to handle the high temperatures encountered. Company scheduling and maintenance practices are also called into question.