EMB ERJ 145 ER/LR
Other / Unknown; Situational Awareness
Deviation - Altitude Overshoot; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Clearance
Air Traffic Control Issued Advisory / Alert; Flight Crew Returned To Clearance; Flight Crew Became Reoriented
ATC Equipment / Nav Facility / Buildings; Human Factors
As we were descending to cross HIMEZ at 10;000 feet MSL on the HIMEZ 3 arrival into CLE; the captain received the ATIS information via ACARS.  We were descending at a rate of 4;300 fpm with spoilers deployed in order to make the crossing restriction; as we were given the crossing restriction from FL240 to 10;000 within 29 miles of HIMEZ.  I knew we could make the descent safely; but little did I know we were about to receive an erroneous ATIS via the ACARS; which sets the stage for our Altitude and Speed deviation.  Our whole day had been gusty winds and low pressure altimeter settings (29.26).  The ATIS information we received said light winds and an altimeter setting of 30.21.  I thought this was really weird; but figured the pressure had changed in the time we were in flight; so I accepted it and changed my altimeter to 30.21 while descending to FL180.  After we checked on with CLE approach; ATC told us that there were issues with the ATIS information and the actual altimeter setting was 29.50.  As soon as I realized we were actually 700 feet lower than the altimeter was reading we were coming through around 10;600 feet MSL (actually 9;900 feet MSL) at an airspeed of 315 kts.  I immediately shutoff the autopilot and pitched up to stop the descent and climb back to 10;000 feet MSL; while scrolling my altimeter setting knob down to 29.50.  The lowest altitude I noticed was 9;700 feet. MSL before I had the correct altimeter setting set and had begun to climb. Incorrect ATIS information via ACARS led to an incorrect altimeter setting; which created an altitude deviation to descend below 10;000 feet MSL and a speed deviation due to being below 10;000 feet MSL. Initial threat was being given a crossing restriction to descend 14;000 feet in under 29 miles with a 36 kt tailwind. There were no other aircraft in the vicinity. This is a tough one.  Who is really going to not believe the ATIS information given via ACARS?  No one is going to listen to the frequency if there is digital ATIS.
An EMB145 First Officer reports receiving an incorrect altimeter setting via digital ACARS during a descent into CLE; resulting in a descent below the assigned 10;000 feet at a speed above 250 knots. ATC advised of the ATIS anomaly and issued the correct altimeter setting as the aircraft was leveling; resulting in minimal altitude deviation.