Narrative:

During descent on the honie arrival into atl; the captain and I were involved in a conversation with a pilot on the jumpseat. While in contact with atlanta center; we were descending to FL210. We were cleared to cross honie at 14;000' and 250 kts. I am fairly sure that the atlanta center controller did not issue an altimeter setting for atlanta; as I believe it is their policy to do. However; because I was engrossed in conversation with the jumpseater; I didn't query ATC on the matter. I simply read back the clearance; confirmed that the captain (PF) set the MCP and FMC correctly; then returned to our conversation with the jumpseating pilot. Also around this time; the ACARS alerted us to a new atl arrival ATIS. I selected the ACARS on the mcdu; glanced at the new ATIS; noted the altimeter setting of 30.26; and preset my altimeter setting to 30.26. I also printed the ATIS; but did not retrieve it from the ACARS printer. Upon passing through FL180; I set my altimeter setting to 30.26; and I believe the captain did the same thing. Instead of running the descent checklist; the captain and I returned to the conversation with the jumpseater. We were handed off to atl approach; who cleared us to descend to 11;000'. The captain set 11;000' in the MCP and started the descent; and I verbally confirmed the same. As our altitude approached 11;000; we got one; then two TCAS TA's on traffic which appeared to be at 10;300'. When we leveled at what we thought was 11;000'; we noticed that both TCAS targets were now 700' below us. We both started to mention to each other that the situation didn't look right; but were interrupted by the atlanta approach controller saying 'maintain 11;000'. I replied; and he again repeated the clearance; along with something along the lines of 'check your altitude'. I asked for the altimeter setting; and he read back '29.88'. At this point; the captain had disengaged the autopilot and begun to climb. I reset my altimeter; then his; to 29.88. It was evident at this point that we were a little more than 300' low. The captain flew the aircraft back to 11;000' and then asked me to re-engage the autopilot. I then retrieved the ATIS printout from the printer; and read it. For some reason; the ACARS had been delivering the (departure airport) ATIS to us the whole time; instead of the atl ATIS. I realized that I failed to read the header line of the ATIS carefully; and did not notice the aberrant behavior of the ACARS ATIS function. The captain then called for the descent checklist; which we completed.threats: ongoing non-pertinent conversation in the flight deck (which we did conclude by 10;000'); failure of ATC to provide altimeter setting; aberrant ACARS behavior. Errors: failure to complete descent checklist at appropriate time; failure to read ATIS display/printout carefully. Sometimes; going sterile at 10;000' isn't enough. Switching to any approach control marks the beginning of a busy phase of flight; and consideration should be given to extending sterile cockpit from 10;000' to whenever we switch to approach control.

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Original NASA ASRS Text

Title: B737-700 flight crew reports distractions and omissions during descent on the HONIE arrival into ATL resulting in descent below assigned altitude. ACARS ATIS update function had retrieved information from the departure airport; which resulted in an incorrect altimeter setting; and a conversation with the Jumpseater delayed completion of the Descent Checklist.

Narrative: During descent on the HONIE arrival into ATL; the Captain and I were involved in a conversation with a pilot on the jumpseat. While in contact with Atlanta Center; we were descending to FL210. We were cleared to cross HONIE at 14;000' and 250 kts. I am fairly sure that the Atlanta Center Controller did not issue an altimeter setting for Atlanta; as I believe it is their policy to do. However; because I was engrossed in conversation with the jumpseater; I didn't query ATC on the matter. I simply read back the clearance; confirmed that the Captain (PF) set the MCP and FMC correctly; then returned to our conversation with the jumpseating pilot. Also around this time; the ACARS alerted us to a new ATL arrival ATIS. I selected the ACARS on the MCDU; glanced at the new ATIS; noted the altimeter setting of 30.26; and preset my altimeter setting to 30.26. I also printed the ATIS; but did not retrieve it from the ACARS printer. Upon passing through FL180; I set my altimeter setting to 30.26; and I believe the Captain did the same thing. Instead of running the Descent Checklist; the Captain and I returned to the conversation with the jumpseater. We were handed off to ATL Approach; who cleared us to descend to 11;000'. The Captain set 11;000' in the MCP and started the descent; and I verbally confirmed the same. As our altitude approached 11;000; we got one; then two TCAS TA's on traffic which appeared to be at 10;300'. When we leveled at what we thought was 11;000'; we noticed that both TCAS targets were now 700' below us. We both started to mention to each other that the situation didn't look right; but were interrupted by the Atlanta approach controller saying 'maintain 11;000'. I replied; and he again repeated the clearance; along with something along the lines of 'check your altitude'. I asked for the altimeter setting; and he read back '29.88'. At this point; the Captain had disengaged the autopilot and begun to climb. I reset my altimeter; then his; to 29.88. It was evident at this point that we were a little more than 300' low. The Captain flew the aircraft back to 11;000' and then asked me to re-engage the autopilot. I then retrieved the ATIS printout from the printer; and read it. For some reason; the ACARS had been delivering the (departure airport) ATIS to us the whole time; instead of the ATL ATIS. I realized that I failed to read the header line of the ATIS carefully; and did not notice the aberrant behavior of the ACARS ATIS function. The Captain then called for the Descent Checklist; which we completed.THREATS: ongoing non-pertinent conversation in the flight deck (which we did conclude by 10;000'); failure of ATC to provide altimeter setting; aberrant ACARS behavior. ERRORS: failure to complete Descent Checklist at appropriate time; failure to read ATIS display/printout carefully. Sometimes; going sterile at 10;000' isn't enough. Switching to any approach control marks the beginning of a busy phase of flight; and consideration should be given to extending sterile cockpit from 10;000' to whenever we switch to approach control.

Data retrieved from NASA's ASRS site as of April 2012 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.