EMB 190 Captain reported finding damage to the right main landing gear on a post flight walk around inspection.

Narrative

I was assigned to a 4-day pairing with a XB:00 report time on Date. I met with the First Officer (whom was receiving IOE training) at the gate around approximately XA:00. We spent some time to discuss the pairing and to see if I could answer any questions that he may have. The weather forecast on the east coast was looking good; our aircraft was on time; and we were looking forward to working together. This was the First Officer's 3rd leg of IOE; it was our first time working together. We discussed dividing Pilot Monitoring/Pilot Flying duties and determined that he would operate as Pilot Flying on Aircraft X from ZZZ1 to ZZZ; I would operate as Pilot Flying on the 2nd leg from ZZZ to ZZZ2; and he would operate the last leg of the day as Pilot Flying from ZZZ2 to ZZZ3. Shortly after; I performed the walk around inspection of Aircraft X in ZZZ1. During the walk around inspection I noted that there had been some peeling paint in the RVSM areas; however this had already been documented in the Non Essential for Flight of the aircraft logbook. At this time I had also coordinated with the ground crew that our Towing Indication Light was currently on an MEL (XX-XX-XX). Further; since catering had left; I also verified that the aft aircraft door 2L was closed as per our MEL (YY-YY-YYB). There were no other abnormalities noted during my walk around inspection. We completed our preflight tasks and checklists; followed by an on time and normal push. We then performed a SETWA (Single Engine Taxi Without APU) taxi to Runway XXL. During the taxi; the aircraft felt heavy; but seemed consistent with what you would normally experience having 80 versus 20 customers onboard. Our take-off roll was normal with approximately 10 kts. of left-to-right crosswind; our landing gear also retracted as normal. The flight was normal. Prior to arrival into ZZZ airspace; we discussed that we would perform a Flaps Full landing to fulfill one of his IOE tasks. The ILS was out of service to Runway YY in ZZZ; the First Officer set up for the ZZZZZ Charted Visual Approach to be backed up with the FMS to a Flaps Full landing with medium auto braking selected.After a successful arrival and transition to the visual approach; the First Officer disengaged the autopilot and hand flew a stable approach to Runway YY. Tower had asked us if we could land on Runway ZZ; however since it was a last minute change that hadn't been previously discussed in detail; we elected it would be safer to stay on Runway YY. When he landed; he was on center line; in the touchdown zone at a normal vertical rate; without a side load. The first officer had previously selected medium auto brakes and had begun his manual braking. I had my feet on the brakes with him as I normally would. As we began to decelerate I did briefly feel something unusual on the left brake. The feeling was as if the brake lost pressure for a second. Tower asked us to use minimal time on the Runway. We exited the Runway at taxiway 1. Ground instructed us to cut across the black top and go straight to gate XX. The airplane seemed to be taxiing as normal until we entered the ramp area. As we slowed to pull onto the gate's taxi line; the aircraft felt as if we were going up a slope. I used extreme caution to avoid using too much thrust and made sure the buffer zone was clear. I did make a comment to the First Officer that I felt we were not lined up on the center line; but continued to follow the marshal's instructions. We safely shut down both engines and performed the Shut Down Checklist. I said goodbye to our customers during the deplaning process and proceeded to secure the aircraft so that we could all step off to use the facilities and get dinner. I also took a moment to call the kids before they went to bed and told them I love them. I was first to arrive back to the aircraft and begun preparing for the next flight to ZZZ2. As I was sitting there; I was thinking about some of the small things from the previous flight. The hydraulic pressures were good; the quantities were normal. I decided to stop what I was doing and preform the exterior walk around.As soon as I saw the Right Main Landing Gear; I immediately knew something was wrong. I checked the wheels and they appeared to be stressed. When I got to the left side of the aircraft the Left Main Landing Gear was pointing about 15 degrees left of what it should be. On the front of the assembly; the shimmy damper was missing some bolts and completely out of its housing. There was also evidence that this caused tire damage to both tires. I went up to the flight deck and called MX. I made a logbook entry and the aircraft was removed from service. We were very surprised that to see the damage in ZZZ especially since the landing was consistent with most other Flaps Full landings I have experienced. We had another pilot who was traveling with us to ZZZ2 on both flights; even he was surprised. We asked our cabin crew if it felt out of the ordinary and they both said no as well. Not a single customer made a comment as I was saying good bye. It was then noticed that our Left Main Landing Gear was not centered just prior to touch down.