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.