ACFT DAMAGED - ACFT'S L WINGTIP AND L TRAILING EDGE FLAP STRUCK THE RWY DURING TOUCHDOWN.

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L WINGTIP AND FLAP TOUCHED RWY DURING LNDG LOW VISIBILITY AND WINDSHEAR POSSIBLE FACTORS. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE RPTR SAID THAT THE FO WAS MAKING THE APCH. THERE WAS A FAIRLY STRONG XWIND AND A GREAT DEAL OF LOW ALT TURB. THE ACFT AHEAD OF THEM WAS AN ACR WDB; BUT HE DOES NOT THINK THAT IT CAUSED ANY WAKE PROBS. 'THE GENERAL WX WAS JUST NOT VERY GOOD' SAID THE RPTR. JUST BEFORE THEY GOT TO MINIMUMS THE SO CALLED THE RWY IN SIGHT TO THE R (ACTUALLY IT WAS OUT OF THE R WINDOW SINCE THE ACFT WAS IN A CRAB TO CORRECT FOR THE L XWIND). THE FO THEN TURNED THE ACFT TO THE R AND THE CAPT SAW THAT THIS WAS IN ERROR AND CALLED FOR A GAR. THE FO HESITATED. THE ACFT WAS STARTING TO DRIFT TO THE R; ALTHOUGH STILL OVER THE RWY; SO THE CAPT TOOK CTL OF THE ACFT AND MADE THE LNDG. HE STATED THAT 'I REALIZED THAT THE AIRSPD AND THE THRUST SETTING AND THE SINK RATE WERE PROBABLY GOING TO RESULT IN AN UNCTLED TOUCHDOWN IF I DID NOT TAKE ACTION.' HE PUT THE L WING DOWN TO STOP THE DRIFT JUST AS THE ACFT LANDED. NONE OF THE CREW FELT THAT THE ACFT WAS DAMAGED AND THEY THOUGHT THAT THE ACTUAL TOUCHDOWN WAS FAIRLY SMOOTH. THEY WERE SURPRISED WHEN MAINT FOUND THE DAMAGE AT THE GATE. THE FAA AND THE NTSB HAVE INVESTIGATED THE EVENT AND CLASSIFIED IT AS AN INCIDENT AND THE COMPANY REQUIRED THE FLC TO TAKE A CHKRIDE AND THEY ARE ALL (SOMEWHAT WISER I SUSPECT) BACK ON THE LINE. THE ACFT WAS REPAIRED AND BACK ON THE LINE WITHIN 2 DAYS (DELAYED SO THAT THE FAA COULD LOOK AT IT). THIS WAS A B727-200 AND THE REPAIRS WERE TO THE WINGTIP AND THE CORNER OF ONE FLAP SECTION.