CE750 captain reported becoming distracted after capturing a false localizer signal during the ILS r...

Narrative:

We were flying the ILS to runway 6 at teb. I briefed the approach noting the 1500 crossing restriction at dandy. We were vectored to intercept the localizer approximately 20 miles out of the final approach fix. The localizer captured a false signal causing me to go to heading mode and sort out why we captured a course clearly not our intended one. Instead of reloading the approach to runway 6 the pilot monitoring manually input the fix vings for situational awareness; for some reason dandy was no longer displayed. The altitude select was not changed from 2000 ft to 1500 ft. We were then cleared for the runway 6 approach; at 2000 ft MSL and captured the glide slope. The false localizer earlier caused me to check that we were actually capturing the correct approach. Additionally the phase of flight we were in was cause for me to be focused on flying the approach. As we crossed the location were dandy was the tower called it to our attention that we were supposed to be at 1500 ft. I realized I was still almost 300 ft to high. I uncoupled the auto pilot and hand flew the aircraft down to the correct altitude. The localizer capturing a false signal started a chain of events that appeared to be at the root cause for the altitude deviation. Because of the false signal we were monitoring and confirming our instruments to the extent that caused us to fly the approach as a normal ILS after capturing the glide slope. The altitude select was never changed from 2000 ft to 1500 ft which could have given us additional awareness of the crossing restriction at dandy. Not having dandy displayed on our displays added to the deviation.in the future I'll make every effort to not allow a time compression to compromise an approach. Confirm that the approach is loaded properly and that approach fixes are not manually inserted; also confirm the altitude select is displaying the crossing restriction altitude. If needed ask for a delay vector to insure both pilots have and share a clear mental model of the approach.

Original NASA ASRS Text

Title: CE750 Captain reported becoming distracted after capturing a false localizer signal during the ILS Runway 06 at TEB. The mandatory crossing altitude of 1500 ft at DANDY was forgotten and the fix was crossed at 1700 ft.

Narrative: We were flying the ILS to runway 6 at TEB. I briefed the approach noting the 1500 crossing restriction at DANDY. We were vectored to intercept the localizer approximately 20 miles out of the final approach fix. The localizer captured a false signal causing me to go to heading mode and sort out why we captured a course clearly not our intended one. Instead of reloading the approach to runway 6 the pilot monitoring manually input the fix VINGS for situational awareness; for some reason DANDY was no longer displayed. The altitude select was not changed from 2000 ft to 1500 ft. We were then cleared for the runway 6 approach; at 2000 ft MSL and captured the glide slope. The false localizer earlier caused me to check that we were actually capturing the correct approach. Additionally the phase of flight we were in was cause for me to be focused on flying the approach. As we crossed the location were DANDY was the tower called it to our attention that we were supposed to be at 1500 ft. I realized I was still almost 300 ft to high. I uncoupled the auto pilot and hand flew the aircraft down to the correct altitude. The localizer capturing a false signal started a chain of events that appeared to be at the root cause for the altitude deviation. Because of the false signal we were monitoring and confirming our instruments to the extent that caused us to fly the approach as a normal ILS after capturing the glide slope. The altitude select was never changed from 2000 ft to 1500 ft which could have given us additional awareness of the crossing restriction at DANDY. Not having DANDY displayed on our displays added to the deviation.In the future I'll make every effort to not allow a time compression to compromise an approach. Confirm that the approach is loaded properly and that approach fixes are not manually inserted; also confirm the altitude select is displaying the crossing restriction altitude. If needed ask for a delay vector to insure both pilots have and share a clear mental model of the approach.

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.

Attributes
ACN	1454632
Time
Date	201706
Local Time Of Day	1201-1800
Place
Locale Reference	TEB.Airport
State Reference	NJ
Environment
Flight Conditions	Marginal
Light	Daylight
Aircraft 1
Make Model Name	Citation X (C750)
Operating Under FAR Part	Part 91
Flight Phase	Final Approach
Flight Plan	IFR
Person 1
Function	Captain Pilot Flying
Qualification	Flight Crew Air Transport Pilot (ATP)
Experience	Flight Crew Last 90 Days 30 Flight Crew Total 7800 Flight Crew Type 500
Events
Anomaly	Deviation - Altitude Crossing Restriction Not Met Deviation - Altitude Undershoot Deviation - Procedural Clearance

CE750 captain reported becoming distracted after capturing a false localizer signal during the ILS runway 06 at teb. The mandatory crossing altitude of 1500 ft at dandy was forgotten and the fix was crossed at 1700 ft.