Narrative:

I was the captain of a B727 landing in atlanta. We were cleared for a CAT I approach to runway 9R. The copilot was the PF. The RVR on runway 9R was 2300 ft and the wind was 220 degrees at 6 KTS. The autoplt was engaged. We had been cleared to land and all checklists were completed. At GS intercept the aircraft pitched down. The copilot disconnected the autoplt and continued the approach. The approach was stable. The flight director, course direction indicator and GS indicator were centered. At approximately FL230 I called the approach lights in sight and that we were slightly right of centerline. The copilot corrected the airplane to the left. I noticed the need to kill the drift and that the copilot was already in the process of accomplishing it by dropping the right wing. At approximately 10 ft before touchdown the so called out for us to watch the right wing. Landing was normal with no indications that we had hit the right wingtip. We continued to the gate. We probably should have given the autoplt more time to stabilize before disconnecting it, however, the pitch over was faster and more pronounced than normal, so I agreed with the copilot's decision. With the visibility being only 2300 ft, we should have made a missed approach when we saw we were not lined up with the runway. The quartering tailwind set us up for the resulting wingtip scrape. I should have told the copilot to go around.

Related reports:

Google
 

Original NASA ASRS Text

Title: HAND FLOWN ILS APCH TO LOW VISIBILITY CONDITIONS AND WING STRUCK RWY.

Narrative: I WAS THE CAPT OF A B727 LNDG IN ATLANTA. WE WERE CLRED FOR A CAT I APCH TO RWY 9R. THE COPLT WAS THE PF. THE RVR ON RWY 9R WAS 2300 FT AND THE WIND WAS 220 DEGS AT 6 KTS. THE AUTOPLT WAS ENGAGED. WE HAD BEEN CLRED TO LAND AND ALL CHKLISTS WERE COMPLETED. AT GS INTERCEPT THE ACFT PITCHED DOWN. THE COPLT DISCONNECTED THE AUTOPLT AND CONTINUED THE APCH. THE APCH WAS STABLE. THE FLT DIRECTOR, COURSE DIRECTION INDICATOR AND GS INDICATOR WERE CTRED. AT APPROX FL230 I CALLED THE APCH LIGHTS IN SIGHT AND THAT WE WERE SLIGHTLY R OF CTRLINE. THE COPLT CORRECTED THE AIRPLANE TO THE L. I NOTICED THE NEED TO KILL THE DRIFT AND THAT THE COPLT WAS ALREADY IN THE PROCESS OF ACCOMPLISHING IT BY DROPPING THE R WING. AT APPROX 10 FT BEFORE TOUCHDOWN THE SO CALLED OUT FOR US TO WATCH THE R WING. LNDG WAS NORMAL WITH NO INDICATIONS THAT WE HAD HIT THE R WINGTIP. WE CONTINUED TO THE GATE. WE PROBABLY SHOULD HAVE GIVEN THE AUTOPLT MORE TIME TO STABILIZE BEFORE DISCONNECTING IT, HOWEVER, THE PITCH OVER WAS FASTER AND MORE PRONOUNCED THAN NORMAL, SO I AGREED WITH THE COPLT'S DECISION. WITH THE VISIBILITY BEING ONLY 2300 FT, WE SHOULD HAVE MADE A MISSED APCH WHEN WE SAW WE WERE NOT LINED UP WITH THE RWY. THE QUARTERING TAILWIND SET US UP FOR THE RESULTING WINGTIP SCRAPE. I SHOULD HAVE TOLD THE COPLT TO GAR.

Data retrieved from NASA's ASRS site as of July 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.