WRONG ALTIMETER SETTING.

Narrative

THIS WAS THE LAST LEG OF A LONG 3 DAY TRIP WITH ALL NIGHT FLT ON FIRST DAY. I HAD FLOWN WITH THE CAPT BEFORE AND KNEW HIM TO BE HIGHLY COMPETENT. ON THIS TRIP HE WAS A LITTLE OUT OF SORTS AND 'SHORT' WITH THE CREW. WE WERE INBOUND TO SFO FROM PIT; I WAS FLYING THE ACFT. AS IS PROC; CAPT WENT OFF FREQ AT ABOUT 22000 FT TO GET ATIS AND I FLEW AND MONITORED THE OTHER RADIO WITH ATC. CAPT CAME BACK ON FREQ AND WE RAN 'PRELIMINARY CHKLIST;' XCHKING ALTIMETERS AT 30.22. THIS SEEMED A LITTLE ODD TO ME AT THE TIME AS SFO HAD A LOW FRONT MOVING THROUGH; BUT WE WERE BUSY AND I DID NOT PRESS THE ISSUE. WE WERE HANDED OVER TO BAY APCH (I DO NOT REMEMBER HEARING AN ALTIMETER SETTING FROM CTR OR BAY; ALTHOUGH I TRY TO XCHK ALTIMETER WITH THEIR CALL). SFO WAS 2700 FT BROKEN; 12 MI VISIBILITY AND ALTHOUGH THE WIND WAS 020 DEGS; 18 KTS; THEY WERE LNDG ON RWY 10L&R. THE ONLY APCH FOR THESE RWYS IS A VOR-B WITH MINIMUMS OF 1020 FT FOR OUR ACFT. WE WERE GIVEN EXTENSIVE VECTORS AND SLOW-DOWNS. ONCE ON APCH EVERYTHING WAS NORMAL UNTIL JUST BEFORE FAF WHEN WE BROKE OUT OF THE CLOUDS AND A RIDGE WAS LOOKING VERY CLOSE. AT SAME TIME APCH OR TWR ASKED IF WE HAD TURNED OFF OUR XPONDER. ALSO GPWS WENT OFF AS WE PASSED OVER RIDGE. I CHKED OUR ALT AND WE WERE RIGHT ON PROFILE. ADDED PWR AND CLBED 200-300 FT TO ELIMINATE GPWS. RWY WAS IN SIGHT THE WHOLE TIME. I HAD CAPT CHK ALT WITH TWR. ALTIMETER ACTUALLY 29.22 NOT 30.22; PUTTING US APPROX 1000 FT TOO LOW ON APCH. WE RESET ALTIMETER; HELD ALT UNTIL NORMAL DSCNT PATH AND LANDED. CAPT APOLOGIZED FOR GETTING WRONG ALTIMETER SETTING. KNOW OF NO WAY TO PREVENT THIS EXCEPT LISTEN UP WHEN ALTIMETER GIVEN BY ATC OR HAVE BOTH CREWMEMBERS GET ATIS. WHAT SURPRISES ME IS THAT WE WERE LEVEL AT 8000 FT AND 10000 FT FOR LONG PERIODS OF TIME AND APCH DID NOT QUESTION OUR BEING OFF ALT BY ABOUT 1000 FT. I WOULD SUGGEST STRESSING TO FAA THE IMPORTANCE OF SAYING THE ATIS SLOWLY AND DISTINCTLY. I HAVE HEARD MANY ATIS GIVEN IN RAPID FIRE FASHION. ALSO; CREW CONCERNS ABOUT REDUCED FUEL AND FATIGUE COULD HAVE CONTRIBUTED TO THIS.