Air carrier flight crew reported descending to about 500 ft. AGL; significantly below the glide slope; on approach to MCI after mis-setting the altimeter by 1' of mercury.
Synopsis
Air carrier flight crew reported descending to about 500 ft. AGL; significantly below the glide slope; on approach to MCI after mis-setting the altimeter by 1' of mercury.
Narrative
As we passed through FL180 we did the descent checklist. We ended up verifying the wrong altimeter setting (I believe it was set at 30.35 when it was actually 29.35); which was the catalyst for the following events. I remember hearing from ATC that it was 30.35; and the Captain also said 30.35. We continue the flight as we normally would. ATC gave us a runway change to the visual Runway 27; also a descent via on the MHOMS1. I asked the Captain; to build the approach in the Multipurpose Control Display Unit (MCDU); get landing speeds; and brief the approach so that I could focus on flying the airplane. Captain backed up the visual approach with the RNAV Z 27. We run the runway change items and continue the flight. We leveled at 030 as assigned by ATC; and we were cleared for the approach; which caused me to arm the approach. We starting following the glide path down; and begin configuring the aircraft. As we began to descend; I looked at the altitude and started to figure that we were behind the aircraft due to remaining altitude (at this point the wrong altimeter setting is beginning to have its effects). We rushed to get the aircraft 'Stable' by 010. Some point between 030 and 010 I mention that we are very low for the distance. At around 007 I stay aloud; 'I think I am going to Go Around'. The Captain says something along the lines of; 'You need to level off'. Which I did by disconnecting the autopilot and hand flying. I leveled the plane and preceded to fly. While I was hand flying; the Captain searched for what caused the problem; which is when we discovered the altimeter was incorrect. I remained at that straight and level altitude until I intercepted with the PAPI; I then began a descent and landed the plane safely. I am not sure what the lowest altitude I saw was; but I do remember disconnecting the altitude at around 005; which is way too low for any margin of error. What would've kept me from having to file this report would be my suggestion of doing a Go Around. The company has an SOP for a reason; if I would've followed the company procedure and said Go Around as opposed to asking the Captain for basically permission to do a Go Around we wouldn't have been in the situation. The SOP states that any pilot at any time can issue a Go Around with no questions asked. I feel as if my hesitation not to call the Go Around is what caused this event. Also; to avoid the need of a go around all together; it should have been double checked with the altimeter setting.
Second reporter narrative
While on the arrival to MCI level at FL 240. We had setup and planned for the arrival transition and visual for Runway 19L. When level at FL 240 Center assigned up a descent to FL 230 and to descend via the MHOMS1 arrival landing west. The First Officer set FL 230 into the altitude pre selector which both of us verified. I then began the process of programming the Multipurpose Control Display Unit (MCDU) for the west landing transition with the RNP Z 27 as a backup for the visual approach. While I was programming this change the First Officer entered 7000 as the bottom altitude. I caught the error explained that landing west had a bottom altitude of 4000. We both agreed and 4000 was set. In the meantime the aircraft had leveled at FL 230 and had flown well past the top of descent. The First Officer and myself discussed and got the proper descent angle set to ensure that we would meet the next crossing restriction of 12000 as MHOMS. I handed the radios off to the First Officer and I completed the descent announcement. When I finished the announcement I entered the local altimeter of 30.35; the First Officer entered 30.05 on their side. I noticed what I thought was the error on their side and we both set 30.35. Later I realized that the local altimeter was actually 29.35. We were given a descent to 3000 and the arrival was uneventful until we passed DMANN without any further guidance. When I queried ATC they asked if we had the field in sight which I did. We were given 170 or less until a 5 mile final and cleared for the approach. We joined the final approach course and I mentioned that they could use the RNP as a backup by just selecting APPR mode; which the First Officer decided to do. The aircraft was slowed and configured without incident until I noticed that not long after we intercepted the glide path the RA was showing 1200. The landing configuration was selected right at 1000 ft. on the RA and we continued the approach. The landing checklist was called for and completed. After completion of the checklist I looked up and we appeared low on the approach. At this time the First Officer mentioned that we appeared low. I told them they could level off and get back on the desired glide path. There were no obstacles showing on the terrain mapping on my Multi-function Flight Display (MFD). By the time my situational awareness caught up and I realized how low were actually were the VASI was coming in and we continued to a landing without further incident. I believe that using the RNP approach which showed us exactly on glide path in combination with the incorrect altimeter setting; no GPWS warnings; VMC conditions; and having the airport environment in sight at well over 10 miles out greatly delayed our realization as to how low on the intended vertical path to Runway 27 we actually were.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.