B727 CREW HAD WING FLAP FAIRING CONTACT THE RWY DURING LNDG.

Narrative

FLT XXX WAS THE FIRST LEG OF THE SECOND DAY OF A ROTATION. I SERVED AS THE PF ON THAT LEG. AT ALL TIMES PRIOR TO OUR DSCNT INTO ATL; FLT XXX WAS CONDUCTED WITHIN NORMAL OPERATING PARAMETERS. WX IN ATL (PER ATIS RECEIVED ENRTE) WAS 100 FT OVCST; 1/4 MI VISIBILITY IN FOG; RVR RPTED RWY 9R 1400-1600 FT; WINDS 200 DEGS AT 5 KTS; TEMP 14 DEGS C; DEWPOINT 14 DEGS; AND ALTIMETER 30.06. I BRIEFED THE CREW THAT WE WOULD BE CONDUCTING A CAT II APCH TO RWY 9R. WHILE ON BASE LEG AT 3500 FT MSL; WE WERE GIVEN A TURN TO 060 DEGS TO INTERCEPT THE LOC. WE BECAME ESTABLISHED ON THE LOC APPROX 15 MI FROM THE FIELD. WE THEN RECEIVED CLRNC FOR THE APCH. THE AUTOPLT WAS COUPLED ON THE LOC AND THE GS. AS WE PROCEEDED DOWN THE GS; I OBSERVED THAT THE ACFT WAS DRIFTING L AND R ACROSS THE LOC. AT APPROX 1100 FT AGL; I DISCONNECTED THE AUTOPLT. I THEN CONFIRMED THAT THE ACFT WAS PROPERLY IN TRIM AND RECONNECTED THE AUTOPLT. AT ABOUT 100 FT ABOVE THE DECISION HT; I OBSERVED THE APCH LIGHTS THROUGH THE L WINDSCREEN. AT ABOUT 50 FT ABOVE THE DECISION HT; I OBSERVED THE REIL'S. THE RWY ENVIRONMENT WAS CONSISTENT WITH THE SAFE CONTINUATION OF THE APCH AND LNDG. I THEN DISCONNECTED THE AUTOPLT AND BEGAN A CORRECTION TO THE CTRLINE. THE ACFT CORRECTED BACK TO THE L. I THEN ADDED R RUDDER AND R AILERON TO ALIGN WITH THE CTRLINE. THE ACFT TOUCHED DOWN ON THE R MAIN GEAR FIRST AND THEN SETTLED IN A NORMAL POS. THE REMAINDER OF THE LNDG ROLL WAS CONDUCTED WITHIN NORMAL PARAMETERS. UPON ARRIVING AT THE GATE; GND PERSONNEL RPTED THAT THE FABRIC OF THE OUTERMOST 2 FLAP TRACK FAIRINGS ON THE R WING APPEARED DAMAGED.