It is not commonly known that there are two different types of marshalling signals, ICAO (International Civil Aviation Organisation) and IATA (International Air Transport Association).
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With the marshallers orange or yellow vests, helmets, earmuffs, hand wands, etc., they make many visual signals to aircraft pilots on directions to take. Such signals as slowing down, turning, stopping, shutting down engines, and sometimes examining engines.
If you are flying at 11,000 feet, you report this altitude as “one one thousand”. If you are flying at 11,500 feet, you say “one one thousand fife hundred”. These rules are valid for altitudes under 18,000 feet.
In confined areas operators almost always require wing walkers to clear the tips, and someone at the tail if backing into a confined space or to make sure the pushback stays within any boundaries. So the answer is, anywhere from 1 to 4, depending on the situation and the airline's internal policy.
It may be as an alternative to, or additional to, radio communications between the aircraft and air traffic control. The usual equipment of a marshaller is a reflective safety vest, a helmet with acoustic earmuffs, and gloves or marshalling wands–handheld illuminated beacons.
Each member of the flight crew knows which person, if anyone, is an air marshal. They're informed because air marshals are armed law enforcement officers. Whenever armed passengers such as police officers or air marshals are on a flight, they're introduced to the flight crew.
How difficult is it to become an air marshal? Becoming an air marshal is relatively rigorous since this is a high-risk role. Aspiring air marshals must undergo a series of tests to prove that they can curb crimes and protect aircraft passengers.
No air marshal has ever stopped a terrorist or hijacker since the service was founded in 1962. Although an air marshal did shoot and kill a US citizen in 2005. If something really bad did happen on a flight and an air marshal was onboard they lack the training to do anything about it.