Narrative:

During preflight; I noticed that our release had an alternate due to low ceilings in the forecast. In the destination notams; it stated that the automated weather broadcasting altimeter was unreliable; and I mentioned this as a potential threat during the brief. Before we departed; I decided to look up in the [operations manual] to verify if we were illegal to depart. I wanted to verify the required information needed in order to land. Based on my findings; I determined that we could use other information to verify the accuracy of the altimeter setting and my initial mitigation strategy was to use the glideslope [to] compare it with the actual MDA at the 500 feet. Call out for the ILS. [Once] enroute and in contact with ATC; the controller mentioned the same NOTAM and gave us other airports' [altimeter settings] in the vicinity of the destination airport. This is something I should've looked up ahead of time; or I could've received this information in my dispatch release notes to have more information available. Other airports' altimeter settings [disagree] with the AWOS reporting 29.83 and other airports reporting 30.06. And by keeping us at a lower altimeter setting it put us more than 200 feet. Off from the higher setting. Fortunately; the airport weather had improved to a broken layer of clouds that enabled us to execute a visual approach before descending to the MDA. However; the worst hidden threat had now been exposed. I allowed myself to become task saturated with this threat and had forgotten to call a descent check on a wet; short; runway. I also became slightly high on the glide path and 5 knots fast. As a result I used way more runway than I anticipated and did not initially have thrust reversers armed which could have resulted in a runway overrun. Fortunately; I armed him in enough time for me to have them activate and I was able to decelerate the aircraft.fatigue was definitely a factor; I did not approach this issue with a plan of action and [did not] take the time to do something to mitigate the issue.as a crew one of us could have set in the altimeter setting for another airport within the vicinity; and cross checked the altitude with the MDA for the ILS.

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Original NASA ASRS Text

Title: CRJ-200 flight crew reported an unstabilized approach after troubleshooting an unreliable altimeter setting for the approach.

Narrative: During preflight; I noticed that our release had an alternate due to low ceilings in the forecast. In the destination NOTAMs; it stated that the automated weather broadcasting altimeter was unreliable; and I mentioned this as a potential threat during the brief. Before we departed; I decided to look up in the [Operations Manual] to verify if we were illegal to depart. I wanted to verify the required information needed in order to land. Based on my findings; I determined that we could use other information to verify the accuracy of the altimeter setting and my initial mitigation strategy was to use the glideslope [to] compare it with the actual MDA at the 500 feet. call out for the ILS. [Once] enroute and in contact with ATC; the Controller mentioned the same NOTAM and gave us other airports' [altimeter settings] in the vicinity of the destination airport. This is something I should've looked up ahead of time; or I could've received this information in my dispatch release notes to have more information available. Other airports' altimeter settings [disagree] with the AWOS reporting 29.83 and other airports reporting 30.06. And by keeping us at a lower altimeter setting it put us more than 200 feet. off from the higher setting. Fortunately; the airport weather had improved to a broken layer of clouds that enabled us to execute a visual approach before descending to the MDA. However; the worst hidden threat had now been exposed. I allowed myself to become task saturated with this threat and had forgotten to call a descent check on a wet; short; runway. I also became slightly high on the glide path and 5 knots fast. As a result I used way more runway than I anticipated and did not initially have thrust reversers armed which could have resulted in a runway overrun. Fortunately; I armed him in enough time for me to have them activate and I was able to decelerate the aircraft.Fatigue was definitely a factor; I did not approach this issue with a plan of action and [did not] take the time to do something to mitigate the issue.As a crew one of us could have set in the altimeter setting for another airport within the vicinity; and cross checked the altitude with the MDA for the ILS.

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.