Narrative:

During an ILS approach to 6R, we were cleared by approach control to descend to 2000 ft until intercept, then cleared for the approach. ATIS WX: 2300 ft ovc 1.5 visibility with light snow. The captain was flying this leg. All checklists had been completed and we leveled at 2000 ft about 12 mi from the field. Upon localizer intercept, the captain remained level at 2000 ft as we proceeded inbound. The captain had an off flag in his GS indicator and I had a fly up command (full deflection). At this point I switched back to anchorage VOR to see how far we were from the field. I think the VOR was about 8 mi at this point. I switched back to the ILS and had localizer centered with a full deflection fly up (normal at this phase in the approach). The aircraft was level at 2000 ft. Upon reaching the marker at 2000 ft (blue lights and needle swing) the GS was showing fly up 2 dots. We then realized there was a problem because GS should have been about 1600 ft. At this point I looked out the window as the captain was about to execute a missed approach. The runway was clearly in sight and we proceeded to land visually. The visibility was closer to 4 mi from where we were. I called 'runway in sight' and the captain transitioned outside and landed uneventfully. We cross referenced the ILS after taking over visually to see both the GS needles center. Upon clearing the runway, I asked ground if any aircraft were holding short during our approach or if they had received any reports of GS problems that day. They said no reported problems by anyone else but there was one VASI truck at the approach end during our approach. The discussion between the ground and the truck indicated they had some problems in the past. The captain wrote up to check the GS indicators to maintenance. The following day the captain called me at home to tell me that the first officer on the outbound of our flight found the altimeters 1000 ft off. They were set at 29.84 vice 28.84. As I tried to recall the flight, I can't ever remember receiving the altimeter setting from anyone except on the slip of ATIS WX the so handed up to us upon initial descent. Whether both the captain and I read it wrong or the so wrote it incorrectly, I don't recall. We twice responded to the altimeter call on the various checklist with the wrong setting. For solutions to the problem, I can think of a few. ATIS information and approach control should warn aircraft of extremely low altimeter settings. If the so knows of this extremely low setting, he should bring it to the attention of the captain and first officer, verbally or highlighting it somehow on the ATIS information sheet.

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Original NASA ASRS Text

Title: ACR CARGO FLT HAD ALTIMETER SET ONE INCH OFF.

Narrative: DURING AN ILS APCH TO 6R, WE WERE CLRED BY APCH CTL TO DSND TO 2000 FT UNTIL INTERCEPT, THEN CLRED FOR THE APCH. ATIS WX: 2300 FT OVC 1.5 VIS WITH LIGHT SNOW. THE CAPT WAS FLYING THIS LEG. ALL CHKLISTS HAD BEEN COMPLETED AND WE LEVELED AT 2000 FT ABOUT 12 MI FROM THE FIELD. UPON LOC INTERCEPT, THE CAPT REMAINED LEVEL AT 2000 FT AS WE PROCEEDED INBOUND. THE CAPT HAD AN OFF FLAG IN HIS GS INDICATOR AND I HAD A FLY UP COMMAND (FULL DEFLECTION). AT THIS POINT I SWITCHED BACK TO ANCHORAGE VOR TO SEE HOW FAR WE WERE FROM THE FIELD. I THINK THE VOR WAS ABOUT 8 MI AT THIS POINT. I SWITCHED BACK TO THE ILS AND HAD LOC CENTERED WITH A FULL DEFLECTION FLY UP (NORMAL AT THIS PHASE IN THE APCH). THE ACFT WAS LEVEL AT 2000 FT. UPON REACHING THE MARKER AT 2000 FT (BLUE LIGHTS AND NEEDLE SWING) THE GS WAS SHOWING FLY UP 2 DOTS. WE THEN REALIZED THERE WAS A PROBLEM BECAUSE GS SHOULD HAVE BEEN ABOUT 1600 FT. AT THIS POINT I LOOKED OUT THE WINDOW AS THE CAPT WAS ABOUT TO EXECUTE A MISSED APCH. THE RWY WAS CLRLY IN SIGHT AND WE PROCEEDED TO LAND VISUALLY. THE VISIBILITY WAS CLOSER TO 4 MI FROM WHERE WE WERE. I CALLED 'RWY IN SIGHT' AND THE CAPT TRANSITIONED OUTSIDE AND LANDED UNEVENTFULLY. WE CROSS REFERENCED THE ILS AFTER TAKING OVER VISUALLY TO SEE BOTH THE GS NEEDLES CENTER. UPON CLRING THE RWY, I ASKED GND IF ANY ACFT WERE HOLDING SHORT DURING OUR APCH OR IF THEY HAD RECEIVED ANY RPTS OF GS PROBLEMS THAT DAY. THEY SAID NO RPTED PROBLEMS BY ANYONE ELSE BUT THERE WAS ONE VASI TRUCK AT THE APCH END DURING OUR APCH. THE DISCUSSION BTWN THE GND AND THE TRUCK INDICATED THEY HAD SOME PROBLEMS IN THE PAST. THE CAPT WROTE UP TO CHK THE GS INDICATORS TO MAINT. THE FOLLOWING DAY THE CAPT CALLED ME AT HOME TO TELL ME THAT THE FO ON THE OUTBOUND OF OUR FLT FOUND THE ALTIMETERS 1000 FT OFF. THEY WERE SET AT 29.84 VICE 28.84. AS I TRIED TO RECALL THE FLT, I CAN'T EVER REMEMBER RECEIVING THE ALTIMETER SETTING FROM ANYONE EXCEPT ON THE SLIP OF ATIS WX THE SO HANDED UP TO US UPON INITIAL DSCNT. WHETHER BOTH THE CAPT AND I READ IT WRONG OR THE SO WROTE IT INCORRECTLY, I DON'T RECALL. WE TWICE RESPONDED TO THE ALTIMETER CALL ON THE VARIOUS CHKLIST WITH THE WRONG SETTING. FOR SOLUTIONS TO THE PROBLEM, I CAN THINK OF A FEW. ATIS INFO AND APCH CTL SHOULD WARN ACFT OF EXTREMELY LOW ALTIMETER SETTINGS. IF THE SO KNOWS OF THIS EXTREMELY LOW SETTING, HE SHOULD BRING IT TO THE ATTN OF THE CAPT AND FO, VERBALLY OR HIGHLIGHTING IT SOMEHOW ON THE ATIS INFO SHEET.

Data retrieved from NASA's ASRS site as of July 2007 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.