Narrative:

Ferry flight to vhhh.we programmed & briefed the 'siera 7C' STAR to the limes transition for the vhhh ILS 07L.approaching the vhhh fir; ATC assigned a descent to FL230. My pilot monitoring read back and configured the autopilot for a descent to 2;300 meters. I requested that he verify the descent clearance which was not done. Shortly after ATC handed us off to hong kong control. Upon check in with hong kong control; the pilot monitoring (pm) reported descending to 2;300 meters again. I asked him to confirm 2;300 meters with ATC because normally hong kong altitudes are in feet and not meters. As we were approaching FL180 hong kong control assigned a descent to FL180 (I believe) at which time I re-adjusted the altitude selector quickly to enable leveling the aircraft at FL180.hong kong control gave us a shortcut initially with a radar vector and a descent to 3000 feet. This shortcut drastically reduced our track miles to the airport forcing an expedited descent (2;600+ feet per minute). Siera to I believe murry (2600 FPM descent) which was the siera seven alpha arrival & keep your speed around 250 knots.hong kong control then assigned direct murry and shortly after crossing murry direct to limes; tonic and cleared us for the ILS 07L. Near limes I selected navigation (green needles) and armed the approach mode on the autopilot.as you can see the arrival was rushed requiring multiple FMS programming changes with my pilot monitoring becoming more of a distraction than an assisting crewmember; contributing to the deterioration of CRM and situational awareness.after passing tonic on a heading of approximately 053 degrees; the aircraft did not capture the localizer requiring me to disengage the autopilot to manually intercept. Upon localizer capture I started a descent. The pilot monitoring was asked for the next altitude on the approach; his reply was 5000 missed approach altitude set. I was not asking for the missed approach altitude as we had not intercepted the glide slope at that time. Being distracted by the pilot monitoring's reply; looking to confirm the next altitude while manually flying the aircraft; the descent was continued without glideslope intercept. Due to these factors; fatigue; along with the hazy conditions on the approach I did not realize our descent was continued below the glideslope.we then received multiple egpws warnings of too low gear and pull up at which point I initiated a climb. After climbing approximately 400 feet the warnings ceased and I leveled the aircraft. At the same time of the egpws warnings the tower asked our altitude and the pilot monitoring replied correcting. On the tower's second request for our altitude the pilot monitoring reported airport in sight and we were cleared to land on runway 07L.the combination of high-speed descent; reduction of track miles to the airport due to shortcuts; the autopilot's failure to capture the localizer all while training a new pilot while fatigued set up a chain of events resulting in loss of altitude awareness.I realize the chain was broken due to the egpws resulting in the successful completion of the ferry flight. I am humbly reminded of the importance of focusing on flying the aircraft even with multiple distractions.

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Original NASA ASRS Text

Title: BD700 Captain reported descending below glideslope while on the ILS for VHHH Runway 7L.

Narrative: Ferry flight to VHHH.We programmed & briefed the 'SIERA 7C' STAR to the LIMES transition for the VHHH ILS 07L.Approaching the VHHH FIR; ATC assigned a descent to FL230. My pilot monitoring read back and configured the autopilot for a descent to 2;300 meters. I requested that he verify the descent clearance which was not done. Shortly after ATC handed us off to Hong Kong control. Upon check in with Hong Kong control; the Pilot Monitoring (PM) reported descending to 2;300 meters again. I asked him to confirm 2;300 meters with ATC because normally Hong Kong altitudes are in feet and not meters. As we were approaching FL180 Hong Kong control assigned a descent to FL180 (I believe) at which time I re-adjusted the altitude selector quickly to enable leveling the aircraft at FL180.Hong Kong control gave us a shortcut initially with a radar vector and a descent to 3000 feet. This shortcut drastically reduced our track miles to the airport forcing an expedited descent (2;600+ feet per minute). SIERA to I believe MURRY (2600 FPM descent) which was the SIERA seven Alpha arrival & keep your speed around 250 knots.Hong Kong control then assigned direct MURRY and shortly after crossing MURRY direct to LIMES; TONIC and cleared us for the ILS 07L. Near LIMES I selected NAV (green needles) and armed the approach mode on the autopilot.As you can see the arrival was rushed requiring multiple FMS programming changes with my pilot monitoring becoming more of a distraction than an assisting crewmember; contributing to the deterioration of CRM and situational awareness.After passing TONIC on a heading of approximately 053 degrees; the aircraft did not capture the localizer requiring me to disengage the autopilot to manually intercept. Upon localizer capture I started a descent. The pilot monitoring was asked for the next altitude on the approach; his reply was 5000 missed approach altitude set. I was not asking for the missed approach altitude as we had not intercepted the glide slope at that time. Being distracted by the pilot monitoring's reply; looking to confirm the next altitude while manually flying the aircraft; the descent was continued without glideslope intercept. Due to these factors; fatigue; along with the hazy conditions on the approach I did not realize our descent was continued below the glideslope.We then received multiple EGPWS warnings of too low Gear and Pull Up at which point I initiated a climb. After climbing approximately 400 feet the warnings ceased and I leveled the aircraft. At the same time of the EGPWS warnings the tower asked our altitude and the pilot monitoring replied correcting. On the tower's second request for our altitude the pilot monitoring reported airport in sight and we were cleared to land on runway 07L.The combination of high-speed descent; reduction of track miles to the airport due to shortcuts; the autopilot's failure to capture the localizer all while training a new pilot while fatigued set up a chain of events resulting in loss of altitude awareness.I realize the chain was broken due to the EGPWS resulting in the successful completion of the ferry flight. I am humbly reminded of the importance of focusing on flying the aircraft even with multiple distractions.

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.