B767 flight crew reported the Marshaller attempted to park the aircraft in the wrong spot for their type aircraft twice and did not communicate to them to set the parking brakes when they were parked in the proper position.
Synopsis
B767 flight crew reported the Marshaller attempted to park the aircraft in the wrong spot for their type aircraft twice and did not communicate to them to set the parking brakes when they were parked in the proper position.
Narrative
We were waiting for our Gate XX which was occupied by a late departing B777. Once they pushed that B777 we moved into position to taxi in. We noticed that the self-park system was saying Ground Stop' in red. So we stopped and set the parking brake. We noticed that the crew that pushed the B777 would bring us in and waited for them to get into position. XX was a gate that had two jetways. As they brought us in we noticed that they were bringing us in really deep into the gate. However; we followed the Ramp Agent leading us in until he stopped us with the X. We went through the shutdown procedure and parking checklist. As we gathered our stuff to end our flight; we heard 'I'm ready for brake release'. We wondered for a second who it was. We noticed it was from the ground. We asked to repeat and he said 'I'm ready for brake released I need to move you 10 feet and we are ready to do it'.We told him to hang on we needed to sit everyone down. We told him 'Parking brake released'. He moved us 10 feet and told us to set the parking brake. We did. Ten seconds later he told us he needed to move us another 10 feet. We were shocked at how far off we were. We released the parking brake and moved to what seemed to be another 20 feet. The pusher stopped the plane and for about 10 seconds there was no communication from him as we called him to ask if he wanted us to set the parking brake. With no answer; I decided to open the First Officer side window and stick my head out and looked straight down and saw a Ramp Supervisor speaking with him and I started to yell to get their attention. Finally; the Supervisor looked up and I asked him if we could set the parking brake. He looked at us and said 'Did the driver not tell you to set them?' and I said 'No'. He immediately told me to set it and began to speak to the driver about his failure of communication. I told the CA to set the brake and we told that supervisor to come up and speak with us. As we discussed what had happened we found out that the person who brought us in and eventually pushed us back was a 'brand new lead-in guy' and was rushed to bring the airplane in. Also; the new lead-in guy thought we were flying a B767-400 but we were flying a B767-300. He brought us into the B764 line and then pushed us to the B753 line on the first push until the supervisor intervened and told him we were a B763. According to the supervisor we were 20-30 feet from the left wing to hit the first jet bridge."
Second reporter narrative
While operating a flight from ZZZ1 to ZZZ we encountered a serious safety issue that could have quickly escalated into a serious incident or accident. While parking at the gate at ZZZ; the 'Parking System' indicated 'Stop' so we stopped short of the parking footprint and contacted Operations. The parking system was turned off and Marshallers were in place to help safely guide the aircraft into the gate. Once the First officer and I agreed that everyone was in place we proceeded forward. The Marshaller forward of the nose gave standard signals indicating that the aircraft was clear to continue forward; and only small lateral adjustments were necessary. The Marshaller slowly brought the wands together and gave an 'X' indicating stop. We set the parking brake and proceeded to shut down the engine and conduct the parking procedures. After the Parking Checklist was complete; we noted that that jet bridges were not being moved. We contacted Operations and they indicated that the Jet Bridge driver was on their way. Almost instantly we received a call from the rampers indicating that they needed us to release the parking brake so that they could reposition the aircraft. I asked what happened and the Ramper indicated that the aircraft was parked in the B767-400 position and that was incorrect as we were in a B767-300. I indicated that before we moved the aircraft we would need to have the passengers seated and prepare for the movement.Once the passengers were seated we communicated with the Ramper to coordinate the movement. Per the 'Tow-in' supplementary procedure in the Flight Manual we used 'Oral Challenges and responses in a clear; concise manner'. The parking brake was set; passenger announcement complete; APU running; and fuel control switches cutoff. The parking brake was released and the reposition commenced. The Ramper moved us back about 20 feet and then indicated he was ready for the brake to be set. I set the parking brake and indicated 'Parking Brake Set'. The Ramper called back and asked for the parking brake to be released and indicated that again we were parked in the wrong position. I asked how this was possible since he was the one moving us into the correct position. Now we were positioned in the B757-300 spot instead of the B767-300 spot. We re-released the parking brake and were re-positioned to the third and final spot. The motion stopped but no communication came from the Ramper indicating that the parking brake was ready to be set. I monitored the aircraft position and my First Officer opened his window to try and communicate with the Ramper. After repeated attempts to get their attention; the Ramper finally indicated that the aircraft was in the proper position and that the brakes could be set. We set the parking brake and the jet bridge approached the aircraft without issue. I requested via the Operations frequency that a Ground Supervisor come to the aircraft immediately. When the Ground Operations Supervisor arrived; I handed him one of my company business cards with my contact information and requested that if any information was needed regarding these events that he could contact me. I then proceeded to ask; 'what happened? I was informed that the Marshaller/Tug Driver; was a 'New Hire Lead' and had misread the type of aircraft we were. He further stated that when we were on the B767-400 mark; our left engine (The operating engine at the time) was within less than three feet of contacting the jet bridge. When the tug driver repositioned us; he again failed to position us correctly which is why the third movement was necessary. I am concerned at how this whole situation developed. We were mere feet from significant damage and possible injury or worse. This was completely preventable. Further I am concerned that the Marshaller did not confirm with us that the brakes were set before leaving the headset communications."
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.