AN ACR WDB FRTR LANDED WITH THE WRONG ALTIMETER SETTING.

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IT WAS A LATE NIGHT CARGO FLT. ATC CLRED US TO DSND TO AN ALT JUST ABOVE THE TRANSITION LEVEL. THEY DID NOT GIVE US AN ALTIMETER SETTING. WE WERE HANDED OFF TO APCH CTL WHO CLRED US TO CONTINUE OUR DSCNT TO THE MVA AND BEGAN TO RADAR VECTOR US TO THE ILS. THERE WAS LITTLE OTHER TFC. I DO NOT; NOR DOES MY CREW; RECALL HEARING AN ALTIMETER SETTING FROM APCH BUT WE DID HAVE THE ATIS. IT WAS 4 BROKEN 20 OVCST 3 MI PLUS WITH CALM WINDS. THE ALTIMETER WAS 1011 HP. MY SO COPIES 30.11 IN INSTEAD OF 1011 HP. MY PERSONAL SOP IS TO ALWAYS XCHK THE ATIS ALTIMETER SETTING WITH THAT GIVEN BY APCH CTL. PERHAPS IT WAS THE LATE HR AND MY FATIGUE; OR MY CONFIDENCE IN THE USUALLY VERY COMPETENT SO; OR MY COMPLACENCY; OR ALL OF THE ABOVE THAT CAUSED ME TO NOT DOUBLE-CHK THE ALTIMETER SETTING. WE FLEW THINKING WE WERE AT 2000 FT WHEN IN FACT WE WERE AT 1750 FT. THE CTLR NEVER SAID A WORD ABOUT OUR ALT EVEN THOUGH WE WERE BEING RADAR VECTORED. WHEN WE CROSSED THE OM WE NOTICED OUR ALT WAS DIFFERENT FROM THAT PUBLISHED EVEN THOUGH WE WERE EXACTLY ON GLIDE PATH. WE COULD SEE THE GND SHORTLY THEREAFTER AND WE WERE IN THE CLR AT APPROX 600 FT. AT THE GATE I CHKED THE ATIS AGAIN AND THE REASON FOR THE ALT DIFFERENCE WAS OBVIOUS. COMPLACENCY AND FATIGUE COMBINED TO COMPROMISE THE SAFETY OF THIS FLT.