Narrative:

On nov/xx/97, I was in command of an air carrier B727, which consisted of 3 flight crew members. Our day originated in denver. We kept the same aircraft for the 3 legs. (Den-atl, flight xa/atl-ord, flight xb/ord-ewr, flight xc.) WX was VFR in atl and ewr. On the other hand, WX at ord was 1800 ft RVR. I initially briefed both the CAT 1 and CAT 2 approachs into runway 14R (just in case). We were then cleared for runway 14L at which point I briefed both approachs for runway 14L (CAT 1 and CAT 2). It was a pretty long final and we had time to set up. I had a slight problem engaging the autoplt so I elected to shoot a hand flown CAT 1 approach down to a decision ht of 852 ft (200 ft AGL). I could only say that when we broke out we were just right of centerline and corrected. It was not a pretty landing. That is because I touched down slightly cocked to the left. I was not aware of any problems until it was brought to my attention by the flight office. Apparently, accordingly to maintenance there was some apparent damage to the #8 leading edge slat on the right side of the aircraft. If we were the cause of such damage, I can only speculate that it might have happened during that one landing. It wasn't a pretty landing, but nothing any of us thought was cause for alarm. Had we suspected anything, I would have been the first to notify the appropriate individuals immediately. Nothing was brought to my attention by maintenance or my so prior to departing the gate at ord. If I thought we were going to cause damage, even the slightest amount of damage to the aircraft, I would have elected as a corrective action to do a go around. Supplemental information from acn 387114: 4 hours after the plane reached ewr, a 6 inch scrape was found on the right wing outboard leading edge device. We were notified the next day. The crew was unaware of any damage during the 3 legs. At this point we do not know if we caused the damage. If we did, it was most likely on the landing at ord which required a last min correction in the fog (1800 ft RVR). The correction was required due to an initial line up slightly right of the runway centerline. Right wing down was required to stop the left drift at the last moment. No one in the cockpit or cabin saw or felt anything to suggest that the wing leading edge device hit the runway.

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Original NASA ASRS Text

Title: A B727 LNDG AT ORD, IL, SCRAPES THE R WING LEADING EDGE DEVICE AS THE ACFT MAKES A FIRM LNDG. FLC UNAWARE OF THE INCIDENT.

Narrative: ON NOV/XX/97, I WAS IN COMMAND OF AN ACR B727, WHICH CONSISTED OF 3 FLC MEMBERS. OUR DAY ORIGINATED IN DENVER. WE KEPT THE SAME ACFT FOR THE 3 LEGS. (DEN-ATL, FLT XA/ATL-ORD, FLT XB/ORD-EWR, FLT XC.) WX WAS VFR IN ATL AND EWR. ON THE OTHER HAND, WX AT ORD WAS 1800 FT RVR. I INITIALLY BRIEFED BOTH THE CAT 1 AND CAT 2 APCHS INTO RWY 14R (JUST IN CASE). WE WERE THEN CLRED FOR RWY 14L AT WHICH POINT I BRIEFED BOTH APCHS FOR RWY 14L (CAT 1 AND CAT 2). IT WAS A PRETTY LONG FINAL AND WE HAD TIME TO SET UP. I HAD A SLIGHT PROB ENGAGING THE AUTOPLT SO I ELECTED TO SHOOT A HAND FLOWN CAT 1 APCH DOWN TO A DECISION HT OF 852 FT (200 FT AGL). I COULD ONLY SAY THAT WHEN WE BROKE OUT WE WERE JUST R OF CTRLINE AND CORRECTED. IT WAS NOT A PRETTY LNDG. THAT IS BECAUSE I TOUCHED DOWN SLIGHTLY COCKED TO THE L. I WAS NOT AWARE OF ANY PROBS UNTIL IT WAS BROUGHT TO MY ATTN BY THE FLT OFFICE. APPARENTLY, ACCORDINGLY TO MAINT THERE WAS SOME APPARENT DAMAGE TO THE #8 LEADING EDGE SLAT ON THE R SIDE OF THE ACFT. IF WE WERE THE CAUSE OF SUCH DAMAGE, I CAN ONLY SPECULATE THAT IT MIGHT HAVE HAPPENED DURING THAT ONE LNDG. IT WASN'T A PRETTY LNDG, BUT NOTHING ANY OF US THOUGHT WAS CAUSE FOR ALARM. HAD WE SUSPECTED ANYTHING, I WOULD HAVE BEEN THE FIRST TO NOTIFY THE APPROPRIATE INDIVIDUALS IMMEDIATELY. NOTHING WAS BROUGHT TO MY ATTN BY MAINT OR MY SO PRIOR TO DEPARTING THE GATE AT ORD. IF I THOUGHT WE WERE GOING TO CAUSE DAMAGE, EVEN THE SLIGHTEST AMOUNT OF DAMAGE TO THE ACFT, I WOULD HAVE ELECTED AS A CORRECTIVE ACTION TO DO A GAR. SUPPLEMENTAL INFO FROM ACN 387114: 4 HRS AFTER THE PLANE REACHED EWR, A 6 INCH SCRAPE WAS FOUND ON THE R WING OUTBOARD LEADING EDGE DEVICE. WE WERE NOTIFIED THE NEXT DAY. THE CREW WAS UNAWARE OF ANY DAMAGE DURING THE 3 LEGS. AT THIS POINT WE DO NOT KNOW IF WE CAUSED THE DAMAGE. IF WE DID, IT WAS MOST LIKELY ON THE LNDG AT ORD WHICH REQUIRED A LAST MIN CORRECTION IN THE FOG (1800 FT RVR). THE CORRECTION WAS REQUIRED DUE TO AN INITIAL LINE UP SLIGHTLY R OF THE RWY CTRLINE. R WING DOWN WAS REQUIRED TO STOP THE L DRIFT AT THE LAST MOMENT. NO ONE IN THE COCKPIT OR CABIN SAW OR FELT ANYTHING TO SUGGEST THAT THE WING LEADING EDGE DEVICE HIT THE RWY.

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.