Narrative:

Event happened during a ferry flight to teb. I was flying pilot from left seat with fair weather. New york approach was vectoring us for an ILS to runway 6 at teb. I briefed the entire ILS 6 approach to include the 1500 ft mandatory at dandy. We were asked to slow to 180 KTS about 15 miles out and assigned 2000 ft. Level at 2000 ft ATC gave us a left turn to 080. ATC issued the approach clearance as the localizer started to come alive. This turn was well inside vings and localizer came alive about 2 miles from dandy which is where we should have crossed at 1500 ft. Due to the 20 degree intercept and a right crosswind the localizer course did not come alive for a very long time. I delayed arming navigation mode because I was not sure if we would capture inside or outside dandy. I had armed the navigation mode initially because we still needed to descend to 1500 ft in vs mode. During the arming of navigation mode the navigation light (green) did not illuminate. I assumed the button press did not take and so I pressed it again. Still no navigation light so I pressed it a third time and verified the lateral mode in the pfd. By this time the loc was capturing and I had to tcs to help establish us on the course as the flight director was confused by all the button presses. Immediately after capturing the localizer the glideslope came alive and I selected app mode to capture the glideslope. At this point we ended up crossing dandy at 300-400 ft above the 1500 ft mandatory altitude. We both realized that we had not gotten to 1500 ft soon enough and were both distracted for the rest of the approach. Just outside torby; tower advised us we had missed the 1500 ft mandatory altitude which contributed further to the distraction. After landing I contacted company dispatch and maintenance to MEL the navigation annunciator which was still not working. Due to the high workload environment of new york airspace; ATC should give the full approach segment starting at vings to allow time for the descent to 1500 ft. This vector to intercept so close to dandy compressed everything into a very short period. The situation was compounded by a shallow (20 degree) intercept; a right crosswind; and a malfunction with the flight director annunciation. I feel that even if the events had not distracted us; we would have had to make a fairly rapid descent to level at 1500 ft by dandy. This event is the first time I have ever been vectored inside of vings on the ILS 6. The entire event happened in just over 60 seconds and did not allow for sufficient time to accomplish everything that needed to be done. In hindsight I could have started the descent before fully capturing the localizer as the weather was VFR. The problem with that idea is that we are so conditioned to a sequence of events during an approach phase of flight that my years of training overrode any thoughts of mixing the VFR and IFR approach environments. I don't think that if the weather would have been bad that ATC would have turned us on to the approach inside of vings.

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Original NASA ASRS Text

Title: A corporate jet flight crew reported they failed to make a crossing restriction on the approach to TEB. They cited the workload of the New York area and a minor aircraft navigation annunciator problem as contributing factors.

Narrative: Event happened during a ferry flight to TEB. I was flying pilot from left seat with fair weather. New York Approach was vectoring us for an ILS to Runway 6 at TEB. I briefed the entire ILS 6 approach to include the 1500 FT mandatory at DANDY. We were asked to slow to 180 KTS about 15 miles out and assigned 2000 FT. Level at 2000 FT ATC gave us a left turn to 080. ATC issued the approach clearance as the LOC started to come alive. This turn was well inside VINGS and localizer came alive about 2 miles from DANDY which is where we should have crossed at 1500 FT. Due to the 20 degree intercept and a right crosswind the LOC course did not come alive for a very long time. I delayed arming NAV mode because I was not sure if we would capture inside or outside DANDY. I had armed the NAV mode initially because we still needed to descend to 1500 FT in VS mode. During the arming of NAV mode the NAV light (green) did not illuminate. I assumed the button press did not take and so I pressed it again. Still no NAV light so I pressed it a third time and verified the lateral mode in the PFD. By this time the loc was capturing and I had to TCS to help establish us on the course as the flight director was confused by all the button presses. Immediately after capturing the localizer the glideslope came alive and I selected APP mode to capture the glideslope. At this point we ended up crossing DANDY at 300-400 FT above the 1500 FT mandatory altitude. We both realized that we had not gotten to 1500 FT soon enough and were both distracted for the rest of the approach. Just outside TORBY; Tower advised us we had missed the 1500 FT mandatory altitude which contributed further to the distraction. After landing I contacted Company Dispatch and Maintenance to MEL the NAV annunciator which was still not working. Due to the high workload environment of New York airspace; ATC should give the full approach segment starting at VINGS to allow time for the descent to 1500 FT. This vector to intercept so close to DANDY compressed everything into a very short period. The situation was compounded by a shallow (20 degree) intercept; a right crosswind; and a malfunction with the flight director annunciation. I feel that even if the events had not distracted us; we would have had to make a fairly rapid descent to level at 1500 FT by DANDY. This event is the first time I have ever been vectored inside of VINGS on the ILS 6. The entire event happened in just over 60 seconds and did not allow for sufficient time to accomplish everything that needed to be done. In hindsight I could have started the descent before fully capturing the LOC as the weather was VFR. The problem with that idea is that we are so conditioned to a sequence of events during an approach phase of flight that my years of training overrode any thoughts of mixing the VFR and IFR approach environments. I don't think that if the weather would have been bad that ATC would have turned us on to the approach inside of VINGS.

Data retrieved from NASA's ASRS site as of April 2012 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.