FLC DSNDED TO 400 FT LOWER THAN PLANNED DURING A NIGHTTIME; VISUAL APCH. THE CAPT (PF) NOTICED THAT THE DSCNT PROFILE DID NOT APPEAR NORMAL AND THE RADIO ALTIMETER DID NOT MATCH THE FO'S CALLOUTS. CFTT.

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WHILE CRUISING FL350 WE WERE CLRED TO 13000 FT FOR A XING RESTR AND GIVEN A LCL ALTIMETER SETTING. I WAS PREOCCUPIED WITH THE XING RESTR THAT I FORGOT WHAT THE ALTIMETER SETTING WAS. I DO REMEMBER IT ENDED WITH A ZERO. IN OUR OP THE SO GETS THE LCL ATIS AND WRITES IT DOWN ON A CARD AND HANDS IT TO PLTS. HE WROTE DOWN 29.92. SINCE I COULD NOT REMEMBER ALTIMETER SETTING GIVEN BY CTLR I LOOKED AT THE CARD. SO I THOUGHT THE CTLR MUST HAVE SAID 29.90; WHICH I SET IN BOX. DSCNT INTO CVG STOPPED AT 9000 FT MOMENTARILY AND CONTINUED TO DSCNT AND LNDG AT CVG. WE CONDUCTED A VISUAL TO RWY 27 AT CVG. ILS WAS OTS AND OM DID NOT WORK. FO CALLED 1000 FT ABOVE FIELD THEN CALLED OUT 500 FT ABOVE FIELD. AT THIS POINT I FINALLY REALIZED THAT WE HAD AN ALTIMETER PROB. BOTH VISUALLY AND BY THE RADIO ALTIMETER I KNEW WE WERE NOT 500 FT AGL. IT TURNED OUT TO BE 100 FT AGL. WE LANDED WITHOUT INCIDENT. AT THIS POINT I KNEW WE HAD SET OUR ALTIMETERS WRONG; TRUE SETTING WAS 29.50. SO WE WERE FLYING 400 FT TOO LOW AT 9000 FT; AND DURING LNDG ALL CALLOUTS WERE 400 FT TOO LOW. THE PROB WAS CAUSED BY THE PLTS NOT XCHKING THE SO'S RPT. ALSO; I AS CAPT SHOULD HAVE MAINTAINED A LISTEN FOR AN ALTIMETER SETTING OR ASKED FOR A VERIFICATION; SINCE I COULDN'T REMEMBER THE ORIGINAL ONE. WE MUST ALWAYS XCHK EACH OTHER.