Narrative:

The flight was vectored around the terminal area. Thunderstorms were scattered throughout area with light to heavy rain and turbulence light to moderate. The flight was vectored to an ILS approach to 4R at bos. The aircraft was flown on the ILS with considerable light to moderate rain and with considerable control pressures due to many vertical gusts to stay on ILS. A flight director approach was being flown. Broke out at approximately 400' and a small correction was made to centerline. At no time did the aircraft appear to be in any excessive attitude. The landing was firm, but not hard and the after landing flap retraction and taxi-in were normal. On post-flight walkaround the F/east found the right wing tip had contacted the ground. The crew was unaware until this time. There were no reports of wind shear in the area. Wind was variable 060 to 100 degrees at approximately 5-10 KTS at the time of day. An aircraft behind us was on the ILS and elected to go around. I do not know at what altitude he started his missed approach. Bos lists low level wind shear, however I do not know if it was in use at the time as we received no report. Aircraft had been landing in front of us. Just prior to the landing we had a definite sink unexpected and power was applied just prior to T/D. A possible microburst, I do not know. The windshield wipers on this aircraft are extremely loud and make it hard to hear conversations in cockpit among crew. Supplemental information from acn 154560: on approach I called localizer deviation (1 DOT) as the tracking was not precise. At the 500' callout the speed was 144 KTS (bug +20), sink rate 700-800 FPM. Nearing our minimums I called the approach lights in sight to the left and the captain continued the approach. At approximately 200' the approach lights remained at 11 O'clock. Considering the rain and our position not improving, I said 'you're not in position to land--go around.' the captain did not reply, so I repeated the warning at which time he replied, 'I've got it.' he maneuvered from the right side of the runway toward the centerline from approximately 150'. Captain said he may not have heard both of my go around calls due to the noise of the windshield wipers. However, the F/east seated behind me heard them. The bank at T/D did not seem too excessive and no one felt the wing tip touch. I do not believe the captain heard my warnings because they did not consciously register as he was focused or concentrating on completing his approach. New high minimum captain recently off the widebody transport as first officer.

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Original NASA ASRS Text

Title: ACR LGT RIGHT WING TIP STRUCK THE GND ON LNDG AT BOS.

Narrative: THE FLT WAS VECTORED AROUND THE TERMINAL AREA. TSTMS WERE SCATTERED THROUGHOUT AREA WITH LIGHT TO HEAVY RAIN AND TURB LIGHT TO MODERATE. THE FLT WAS VECTORED TO AN ILS APCH TO 4R AT BOS. THE ACFT WAS FLOWN ON THE ILS WITH CONSIDERABLE LIGHT TO MODERATE RAIN AND WITH CONSIDERABLE CTL PRESSURES DUE TO MANY VERT GUSTS TO STAY ON ILS. A FLT DIRECTOR APCH WAS BEING FLOWN. BROKE OUT AT APPROX 400' AND A SMALL CORRECTION WAS MADE TO CENTERLINE. AT NO TIME DID THE ACFT APPEAR TO BE IN ANY EXCESSIVE ATTITUDE. THE LNDG WAS FIRM, BUT NOT HARD AND THE AFTER LNDG FLAP RETRACTION AND TAXI-IN WERE NORMAL. ON POST-FLT WALKAROUND THE F/E FOUND THE RIGHT WING TIP HAD CONTACTED THE GND. THE CREW WAS UNAWARE UNTIL THIS TIME. THERE WERE NO RPTS OF WIND SHEAR IN THE AREA. WIND WAS VARIABLE 060 TO 100 DEGS AT APPROX 5-10 KTS AT THE TIME OF DAY. AN ACFT BEHIND US WAS ON THE ILS AND ELECTED TO GO AROUND. I DO NOT KNOW AT WHAT ALT HE STARTED HIS MISSED APCH. BOS LISTS LOW LEVEL WIND SHEAR, HOWEVER I DO NOT KNOW IF IT WAS IN USE AT THE TIME AS WE RECEIVED NO RPT. ACFT HAD BEEN LNDG IN FRONT OF US. JUST PRIOR TO THE LNDG WE HAD A DEFINITE SINK UNEXPECTED AND PWR WAS APPLIED JUST PRIOR TO T/D. A POSSIBLE MICROBURST, I DO NOT KNOW. THE WINDSHIELD WIPERS ON THIS ACFT ARE EXTREMELY LOUD AND MAKE IT HARD TO HEAR CONVERSATIONS IN COCKPIT AMONG CREW. SUPPLEMENTAL INFO FROM ACN 154560: ON APCH I CALLED LOC DEVIATION (1 DOT) AS THE TRACKING WAS NOT PRECISE. AT THE 500' CALLOUT THE SPD WAS 144 KTS (BUG +20), SINK RATE 700-800 FPM. NEARING OUR MINIMUMS I CALLED THE APCH LIGHTS IN SIGHT TO THE LEFT AND THE CAPT CONTINUED THE APCH. AT APPROX 200' THE APCH LIGHTS REMAINED AT 11 O'CLOCK. CONSIDERING THE RAIN AND OUR POS NOT IMPROVING, I SAID 'YOU'RE NOT IN POS TO LAND--GO AROUND.' THE CAPT DID NOT REPLY, SO I REPEATED THE WARNING AT WHICH TIME HE REPLIED, 'I'VE GOT IT.' HE MANEUVERED FROM THE RIGHT SIDE OF THE RWY TOWARD THE CENTERLINE FROM APPROX 150'. CAPT SAID HE MAY NOT HAVE HEARD BOTH OF MY GAR CALLS DUE TO THE NOISE OF THE WINDSHIELD WIPERS. HOWEVER, THE F/E SEATED BEHIND ME HEARD THEM. THE BANK AT T/D DID NOT SEEM TOO EXCESSIVE AND NO ONE FELT THE WING TIP TOUCH. I DO NOT BELIEVE THE CAPT HEARD MY WARNINGS BECAUSE THEY DID NOT CONSCIOUSLY REGISTER AS HE WAS FOCUSED OR CONCENTRATING ON COMPLETING HIS APCH. NEW HIGH MINIMUM CAPT RECENTLY OFF THE WDB AS F/O.

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.