Narrative:

On parking at the gate; I approached the gate with the right engine shut down. I was marshalled in by the ground crew. As we approached the gate parking position; the guideman signaled for me to stop the aircraft and park the brakes. All signals for a completed taxi in and parking operation per normal operations; I signaled to him that the parking brake was set. Very shortly thereafter and just prior to shutting down my left engine; the guideman signaled to me to come forward. Under his guidance and following his signals; I released the parking brake and began to move the aircraft forward. Within a few seconds the guideman then frantically signals for me to stop the aircraft. I comply. He then leaves his position and walks away from the aircraft. I am under the impression that the parking operation is (again) complete. There is confusion with the agent regarding her ability to mate the jetbridge with the aircraft. She signals to me that she is unable to do so. With my left engine still running; I am waiting for a confirmation that the parking operation is; once again complete. Another ramp worker (ramp worker B) then walks up the jetbridge stairs from the ramp and begins to have a conversation with the agent. He signals to me to shut down my engine. I comply. Cargo doors are opened by the ground crew at this point.the agent is still not able to mate the jetbridge to the aircraft. Shortly thereafter; we notice a tow bar is being brought to the aircraft. Ramp worker B eventually connects to the flight interphone and explains to me that they have stopped the aircraft short of the correct position and they will need to tow the aircraft forward to the correct position. He further explains that after the parking brake is released he must push the aircraft back approximately a ft. First; then tow us forward to the correct position. I ask him why he needs to push the aircraft back first. He explains that we have run over a chock and they need to remove it first before towing the aircraft forward. This operation takes place. Eventually; the aircraft is towed to the correct position and the agent is able to mate the jetbridge with the aircraft. This was a very dangerous operation led by the guideman. By following the guideman's instructions; not only did I taxi over a chock; but I could have easily injured or killed a ramp worker. This guideman placed the entire ground crew in jeopardy and in a life threatening position. This is not acceptable.

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Original NASA ASRS Text

Title: B787 Captain reported receiving non-standard instructions from the ground crew; causing the aircraft to taxi over a chock and park in an improper position.

Narrative: On parking at the gate; I approached the gate with the right engine shut down. I was marshalled in by the ground crew. As we approached the gate parking position; the Guideman signaled for me to stop the aircraft and park the brakes. All signals for a completed taxi in and parking operation per normal operations; I signaled to him that the parking brake was set. Very shortly thereafter and just prior to shutting down my left engine; the Guideman signaled to me to come forward. Under his guidance and following his signals; I released the parking brake and began to move the aircraft forward. Within a few seconds the Guideman then frantically signals for me to stop the aircraft. I comply. He then leaves his position and walks away from the aircraft. I am under the impression that the parking operation is (again) complete. There is confusion with the Agent regarding her ability to mate the jetbridge with the aircraft. She signals to me that she is unable to do so. With my left engine still running; I am waiting for a confirmation that the parking operation is; once again complete. Another ramp worker (Ramp Worker B) then walks up the jetbridge stairs from the ramp and begins to have a conversation with the Agent. He signals to me to shut down my engine. I comply. Cargo doors are opened by the ground crew at this point.The Agent is still not able to mate the jetbridge to the aircraft. Shortly thereafter; we notice a tow bar is being brought to the aircraft. Ramp Worker B eventually connects to the flight interphone and explains to me that they have stopped the aircraft short of the correct position and they will need to tow the aircraft forward to the correct position. He further explains that after the parking brake is released he must push the aircraft back approximately a ft. first; then tow us forward to the correct position. I ask him why he needs to push the aircraft back first. He explains that we have run over a chock and they need to remove it first before towing the aircraft forward. This operation takes place. Eventually; the aircraft is towed to the correct position and the Agent is able to mate the jetbridge with the aircraft. This was a very dangerous operation led by the Guideman. By following the Guideman's instructions; not only did I taxi over a chock; but I could have easily injured or killed a ramp worker. This Guideman placed the entire ground crew in jeopardy and in a life threatening position. This is not acceptable.

Data retrieved from NASA's ASRS site 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.