Narrative:

Reposition flight to take an aircraft from ZZZ to cwa for storage. Weather was low IFR and reported 4 miles visibility and 300 ft. Overcast. En-route we planned and briefed using the ILS to runway 8 at cwa. Descending through 18;000 ft. Msp center advised us to expect the ILS to runway 35. We programmed and briefed the new approach and completed the descent checklist. (During the descent checklist; we were heavily task saturated. Reducing speed now for a mostly straight-in approach; following the snowflake to hit a crossing restriction; in icing conditions with several cautions for ice and anti-ice systems popping up. When on the minimums item; the captain responded with the landing data information which I prompted again for the correct response and he corrected. Then the checklist was continued and completed). We were cleared direct to relco; descend and maintain 3000 ft. And cleared for the ILS into runway 35. The captain briefed that the final approach course would be intercepted in FMS/navigation mode then we would transfer to the ILS navigation (localizer/GS) once established. Approximately 5 miles from relco I noticed my altitude was indicating below our assigned and the charted altitude of 3000 ft. (~2500 ft.) and we were still descending. I looked at the captains pfd and his altitude showed above 3000 ft. (~3400 at this point ft.). That ft.s when I notice his altimeter setting was 30.32 instead of 29.32 reported on the ATIS and by msp center. I called out 'your altimeter setting is wrong; we need to climb'. The captain proceeded to disconnect the autopilot to stop the descent and begin climbing. At one point I heard the radar altimeter make the '1000' automated callout. The captain input the correct altimeter setting on his side and climbed back to 3000 ft. While I informed cwa tower of the error; the altitude deviation; and that we were correcting back to 3000 ft. Tower asked if we wanted to continue the approach and that they would contact msp center to advise them of the error as well. We decided to continued on the approach and configured the aircraft for landing. The captain continued to fly a stable approach with the autopilot disconnected; breaking out of the clouds about 300 ft. AGL and making a normal landing.incorrect altimeter setting on the captain ft.s side. (30.32 instead of 29.32). Failure to properly execute descent checklist items. When listening the the ATIS is wrote down the altimeter and found it shockingly low so I listen a second time to ensure I heard 29.32 correctly. I mentioned this to the captain and he asked me what the altimeter setting was in order to preselect it in the isi standby altimeter as a reminder for later. We also had a brief conversation about how we had noticed the large low pressure system that was approaching the destination airport so a very low (hurricane like) altimeter setting made sense.ensure to properly input altimeter settings; ensure to properly cross-check the entire altimeter setting including the values before and after the decimal place. (Making sure to say 29.32 not .32) scan all altimeters more often to verify they are in agreement.

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Original NASA ASRS Text

Title: CRJ-200 flight crew reported an unstable approach and being unaware of flying approach well below charted altitude.

Narrative: Reposition flight to take an aircraft from ZZZ to CWA for storage. Weather was low IFR and reported 4 miles visibility and 300 ft. overcast. En-route we planned and briefed using the ILS to Runway 8 at CWA. Descending through 18;000 ft. MSP Center advised us to expect the ILS to Runway 35. We programmed and briefed the new approach and completed the descent checklist. (During the descent checklist; we were heavily task saturated. Reducing speed now for a mostly straight-in approach; following the snowflake to hit a crossing restriction; in icing conditions with several cautions for ICE and anti-Ice systems popping up. When on the minimums item; the Captain responded with the landing data information which I prompted again for the correct response and he corrected. Then the checklist was continued and completed). We were cleared direct to RELCO; descend and maintain 3000 ft. and cleared for the ILS into Runway 35. The Captain briefed that the final approach course would be intercepted in FMS/NAV mode then we would transfer to the ILS navigation (LOC/GS) once established. Approximately 5 miles from RELCO I noticed my altitude was indicating below our assigned and the charted altitude of 3000 ft. (~2500 ft.) and we were still descending. I looked at the Captains PFD and his altitude showed above 3000 ft. (~3400 at this point ft.). That ft.s when I notice his altimeter setting was 30.32 instead of 29.32 reported on the ATIS and by MSP center. I called out 'your altimeter setting is wrong; we need to climb'. The Captain proceeded to disconnect the autopilot to stop the descent and begin climbing. At one point I heard the Radar altimeter make the '1000' automated callout. The Captain input the correct altimeter setting on his side and climbed back to 3000 ft. while I informed CWA Tower of the error; the altitude deviation; and that we were correcting back to 3000 ft. Tower asked if we wanted to continue the approach and that they would contact MSP Center to advise them of the error as well. We decided to continued on the approach and configured the aircraft for landing. The Captain continued to fly a stable approach with the autopilot disconnected; breaking out of the clouds about 300 ft. AGL and making a normal landing.Incorrect altimeter setting on the Captain ft.s side. (30.32 instead of 29.32). Failure to properly execute descent checklist items. When listening the the ATIS is wrote down the altimeter and found it shockingly low so I listen a second time to ensure I heard 29.32 correctly. I mentioned this to the Captain and he asked me what the altimeter setting was in order to preselect it in the ISI standby altimeter as a reminder for later. We also had a brief conversation about how we had noticed the large low pressure system that was approaching the destination airport so a very low (hurricane like) altimeter setting made sense.Ensure to properly input altimeter settings; ensure to properly cross-check the entire altimeter setting including the values before and after the decimal place. (Making sure to say 29.32 not .32) Scan all altimeters more often to verify they are in agreement.

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.