I think you'll find your answer here:
https://www.nbaa.org/ops/airspace/20110408-instrument-landing-system-intercepts.php
The ILS glide slope is intended to be intercepted at the published glide slope intercept altitude. This point marks the precision approach final approach fix (PFAF) and is depicted by the “lightning bolt” symbol on U.S. government charts or the beginning of the feather in the profile view on Jeppesen charts. Intercepting the glide slope at this altitude marks the beginning of the final approach segment and ensures required obstacle clearance during descent from the glide slope intercept altitude to the lowest published decision altitude for the approach. Interception and tracking of the glide slope prior to the published glide slope interception altitude does not necessarily ensure that minimum, maximum, and/or mandatory altitudes published for any preceding fixes will be complied with during the descent. If the pilot chooses to track the glide slope prior to the glide slope interception altitude, they remain responsible for complying with published altitudes for any preceding step-down fixes encountered during the subsequent descent.
There have been numerous pilot deviations filed at various airports around the country, including Los Angeles International Airport (LAX), Hartsfield - Jackson Atlanta International Airport (ATL), Salt Lake City International Airport (SLC) and Teterboro Airport (TEB).
The following additional advisory language will be added to the AIM 5-4-5 b:
2. The ILS glide slope is intended to be intercepted at the published glide slope intercept altitude. This point marks the PFAF and is depicted by the “lightning bolt” symbol on U.S. Government charts. Intercepting the glide slope at this altitude marks the beginning of the final approach segment and ensures required obstacle clearance during descent from the glide slope intercept altitude to the lowest published decision altitude for the approach. Interception and tracking of the glide slope prior to the published glide slope interception altitude does not necessarily ensure that minimum, maximum, and/or mandatory altitudes published for any preceding fixes will be complied with during the descent. If the pilot chooses to track the glide slope prior to the glide slope interception altitude, they remain responsible for complying with published altitudes for any preceding step-down fixes encountered during the subsequent descent.
View FAA InFO 11009, "Failure to Comply with Minimum Crossing Altitudes at Stepdown Fixes Located on Instrument Landing System (ILS) Inbound Courses"