MD-80 Series (DC-9-80) Undifferentiated or Other Model
Flight Crew Air Transport Pilot (ATP)
Situational Awareness; Time Pressure
ATC Issue All Types; Deviation / Discrepancy - Procedural Published Material / Policy
General None Reported / Taken
Human Factors; Weather
Less than an hour from arrival into St. Pete we received a call from Dispatch. We were updated that the weather in PIE had become worse than what was forecast. We were told that it was 1/4 SM (RVR 2;200 v 2;600); 200 overcast with the winds at 200/8. I informed Dispatch that [Runway] 18L would be used and the approach plate was approved for 1;800 RVR with flight director; heads up display or autopilot to decision height. After the call we both studied the plate and briefed the approach with a possible missed. Once in range the First Officer picked up the ATIS and we noticed it was roughly 2.5 hours old. I was puzzled because the Tower should have been closed and the ASOS should have been running. Once we made contact with Tampa Approach we informed them the ATIS that was running was 2.5 hours old and Tampa stated that the controllers must have forgotten to flip the switch. At that time Tampa Approach gave us the new altimeter setting and we adjusted our decision altitude for the higher approach minimums because we were using Tampa's altimeter. Knowing that we had weather that was less than an hour old from our Dispatch we shot the approach and were able to land safely. As I drove home this morning I began to think about the unusual situation. I did have current weather from Dispatch that was given to me within an hour from landing. The timing of the descent and approach would not have allowed us to call Dispatch again because we were below 10;000 and preparing for the approach. The only other option to receive further 'more current' weather data would have been to contact FSS at the field. I looked up the NWS METAR for our time frame and they were reporting 200 overcast and 1.25 SM visibility.
MD80 Captain reports the ATIS at PIE not being switched to ASOS after the Tower has closed for the night and the report is not current. Weather received from the company; which may not have been current either; is used for a successful ILS 18L approach and landing.