EMB ERJ 145 ER/LR
Flight Crew Air Transport Pilot (ATP)
Communication Breakdown
Deviation - Altitude Overshoot; Deviation - Altitude Undershoot; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Air Traffic Control Issued Advisory / Alert; Flight Crew Returned To Clearance; Flight Crew Became Reoriented
Human Factors
On descent into CYYZ we were given a crossing restriction of 17000; at ISTON intersection. Upon passing through FL180; we both dialed in 29.50 into the primary altimeters; and leveled off at 17000 ft (actual altimeter setting was 30.50). We continued on the LINNG 5 arrival; were given vectors to join the ILS to 6L and landed uneventfully. ATC never notified us of any altitude deviation or inquired to our altitude at any time.We learned of the altitude deviation; upon climb out of CYYZ; when ATC inquired of or altitude; he asked what altitude we were climbing to; we informed him 6000 ft; he said we were climbing through 6700 ft. We quickly reset the altimeter to 30.50 and descended back to 6000 ft.I thought that ATC had given us an altimeter setting of 29.50; when it was actually 30.50. I entered 29.50 in the standby altimeter on the initial descent; and when passing through FL180 we both dialed 29.50 into the primary altimeters and never crossed checked with the current ATIS in Toronto. I do not remember ATC giving us any more altimeter settings the rest of the flight. This event made me realize to verify the altimeter with the local ATIS; and ATC.Before boarding in CYYZ; the fueler informed us that the aircraft would not accept fuel. We decided to depower the airplane and then repower up so that the airplane could reset itself; upon doing this the airplane would now accept fuel and we continued preparing for the flight. After boarding; the flight data was very slow and we had to contact dispatch to get a flight data reset. We both felt rushed; as both events had us behind in our work load.After running through all proper check lists we pushed back and taxied out to the active runway (6L). After takeoff we were asked by ATC; what altitude we were climbing to; we stated 6000 ft; he said we were showing 6700 ft. We quickly checked the ATIS card and realized that we had the improper altimeter setting and reset our altimeter and descended back to 6000 ft. the flight continued without any other issues.We had the wrong altimeter setting on our arrival into Toronto. We then had fueling/flight data issues that increased our work load and while trying to get the flight out on time; neither pilot realized that we had the altimeter set at 29.50 not the proper setting of 30.50. Using every source available for altimeter settings; cross checking with ATC and ATIS. Trying not to let work load; or being on time; to cause us to rush and miss important information or check list items.
Be extra vigilant with altimeter settings and always obtain information from multiple sources. When verifying the correct altimeter setting during ground checklists; always look up to reference what is written on the ATIS card or pull up the most recent D-ATIS on the FMS. Don't just look at the PFD or standby altimeter for that information.
EMB-145 flight crew report they set their altimeters to 29.50' descending into CYYZ when the actual altimeter setting was 30.50' without any ATC comment. Preparation for the next flight was busy due to aircraft equipment problems and the altimeters were never checked. During departure ATC detects the flight climbing through their assigned altitude and the error is corrected.