Narrative:

I was the pilot flying the RNAV GPS 20 into ric. We picked up the airport visually but continued to fly the non-precision approach profile which included a descent at 800 fpm from the FAF to the MDA of 700 feet. The descent took us below the PAPI as is usual for a non-precision. As we were reaching minimums; air traffic control tower alerted us of a low altitude alert as we were leveling. Shortly thereafter the FMS generated glide path and PAPI showed us back on a 3 degree intercept; at which time I left MDA and landed. After the alert I noticed our radio altimeter showing us lower than we should have been for the set minimums and as soon as we landed I could tell the altimeter was reading high for richmond elevation. I queried the first officer (first officer) of the altimeter setting which he stated was 30.32 and this checked with what we had set in and crosschecked on the descent check. However; the actual altimeter on the ATIS was 30.22 and I believe even a bit lower of 30.19 at touchdown. This error caused us to believe we were higher than we were on the approach. I believe fatigue played a factor in this error as this was our last leg of the day; and having been delayed in line for deicing [from the departure airport] for two hours. To avoid this in the future it is incumbent on the pilots to double check each other; weather reports; and ATC assigned instructions in periods of rapidly changing weather and/or late or delayed operations.

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Original NASA ASRS Text

Title: CRJ Captain reported receiving a low altitude alert from ATC on approach because of a mis-set altimeter.

Narrative: I was the pilot flying the RNAV GPS 20 into RIC. We picked up the airport visually but continued to fly the non-precision approach profile which included a descent at 800 fpm from the FAF to the MDA of 700 feet. The descent took us below the PAPI as is usual for a non-precision. As we were reaching minimums; air traffic control tower alerted us of a low altitude alert as we were leveling. Shortly thereafter the FMS generated glide path and PAPI showed us back on a 3 degree intercept; at which time I left MDA and landed. After the alert I noticed our radio altimeter showing us lower than we should have been for the set minimums and as soon as we landed I could tell the altimeter was reading high for Richmond elevation. I queried the First Officer (FO) of the altimeter setting which he stated was 30.32 and this checked with what we had set in and crosschecked on the descent check. However; the actual altimeter on the ATIS was 30.22 and I believe even a bit lower of 30.19 at touchdown. This error caused us to believe we were higher than we were on the approach. I believe fatigue played a factor in this error as this was our last leg of the day; and having been delayed in line for deicing [from the departure airport] for two hours. To avoid this in the future it is incumbent on the pilots to double check each other; weather reports; and ATC assigned instructions in periods of rapidly changing weather and/or late or delayed operations.

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.