EMB-505 flight crew reported the incorrect altimeter setting was entered and the flight crew received an obstacle alert during final approach.
Synopsis
EMB-505 flight crew reported the incorrect altimeter setting was entered and the flight crew received an obstacle alert during final approach.
Narrative
Still above FL180; we received an altimeter setting from ATC during our descent and I didn't quite hear it. I asked the Captain what they heard and; if I recall correctly; they responded with 30.36 - which I then set in the Kollsman window for when we were to transition. They later stated they would be off of Comm #1 to get the ATIS into ZZZ and eventually came back with a 30.41 altimeter setting. We set our altimeters; ran our approach checklist; and proceeded to follow ATC's instructions. Once on final we agreed we both had the runway in sight and were to use visual callouts. Shortly after; we started to receive a 'caution obstacle' alert; to which I disengaged the autopilot and stopped the descent. Soon after; followed a 'glideslope' alert and the Captain quickly realized this was due to an incorrect altimeter setting. I was able to set the correct altimeter setting and establish the aircraft on the glideslope; fully configured and stable by 500 ft.Only suggestions to myself. When reading back 'altimeters verify set three times' during the approach checklist; I will now not only look for 3 matching altimeters; but verify I myself have checked the ATIS.
Second reporter narrative
On descent to ZZZ I listened to the ATIS and we set the altimeters to 30.37 inches. We were descended in ZZZ1's Class B and were sent over the top of ZZZ1. I don't recall if we leveled off at any altitude or just descended the entire time. We were vectored onto the approach; told to maintain 3;000 ft. until established and cleared for the ILS XX. Weather was low scattered clouds and we saw the airport as we turned onto the localizer. At the time we became established on the localizer we were already inside of ZZZZZ so the pilot flying selected 2;600 ft. and descended; I don't believe we ever leveled at 3;000 ft. as we were kept a bit high. During that descent we received a yellow terrain alert due to a tower on the approach track as I recall our descent rate was 1;600 FPM and I had the pilot flying shallow out the descent. We got a glideslope warning and around that time I realized that we were about at the FAF but our radar altimeter read something like 750 ft. I received an altimeter setting - I don't remember if I asked Tower for it or heard him give it to someone else on frequency - of 29.41 inches. Our altimeters were set almost an entire inch high; putting us almost 1;000 ft. low. The pilot flying arrested the descent and we continued the approach without further incident. At no point were we queried on our altitude by ATC. As I said; I don't recall if we ever leveled off at an altitude so I'm not really sure if there was an altitude deviation.A few takeaways from this. First; 29.41 inches is a very low altimeter setting. Neither of us can recall seeing it that low. We instinctively heard the '.41' part of the setting and automatically decided it was 30.41 inches. Second; we should have gone around after realizing we were low. We had the runway in sight and continued. We both agreed later that going around was the better plan. The third is it would be hard to not figure some kind of fatigue in this. This happened late in the day; I was about at hour 12. It was our first and only leg of the day; it was day 1 for both of us. However; the day was very chaotic with lots of last-minute changes. I show 18 different brief updates.Somehow setting the altimeters correctly would be the first suggestion. We both did the 18;000 ft. altimeter check as well as the check as part of the approach checklist. I heard the setting on the ATIS and from Approach. We both were expecting 30.41 inches so we both heard that. Fighting that expectation bias is important. Second would be making a habit of confirming the radio altimeter on approach - that would have clued us in to the issue.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.