Narrative:

After vectoring around several storms in the area on the BROOK2 arrival we set up and vectored for the ILS 23L. We intercepted and flew the approach just outside brant OM. We contacted gso tower at brant and were cleared to land; we had the runway in sight at this time and noticed a solid red line on the radar off the end of runway 23L. Gso tower then cleared an aircraft for takeoff and reported us on a four mile final. We watched as the aircraft taxied into position. As he lined up for takeoff; the tower canceled his takeoff due to a ground stop at his destination. The aircraft was told to taxi up to and exit at K5. Approaching a two mile final; the aircraft was turning onto K5 and at that time gso tower instructed us to make a go-around. Having looked at my radar and xm weather with nothing but red on the departure path of 23L; I made the decision not to go-around. I called gso tower with the traffic in sight and that he was clear of the runway. As we were landing; the aircraft was turning from K5 to the parallel taxiway K. As we taxied to our hangar located on the south west corner of the airport; heavy rain and lightning were noticed by both pilots and passengers. I know that in a normal situation I would not have hesitated in executing a go-around per the towers orders. However; I feel that in this situation gso tower was looking at just one aspect of the operation his runway. I was looking at several factors one being the runway the weather and the possibility of being put in a minimum fuel situation. Approximately 30 minutes after we landed; the television reported tornadoes and severe weather not far from the end of 23L. To me as a captain of this aircraft and having flown professionally for years; I always put the safety of my passengers; crew and aircraft first. I did what I thought was the safest for this flight.

Related reports:

Google
 

Original NASA ASRS Text

Title: A Corporate pilot was issued a go around clearance at GSO because an aircraft whose takeoff clearance was cancelled was potentially not clear of the runway before landing. The pilot landed anyway because severe weather off the runway's end would have posed a safety of flight hazard for his aircraft.

Narrative: After vectoring around several storms in the area on the BROOK2 arrival we set up and vectored for the ILS 23L. We intercepted and flew the approach just outside Brant OM. We contacted GSO Tower at Brant and were cleared to land; we had the runway in sight at this time and noticed a solid red line on the radar off the end of Runway 23L. GSO Tower then cleared an aircraft for takeoff and reported us on a four mile final. We watched as the aircraft taxied into position. As he lined up for takeoff; the Tower canceled his takeoff due to a ground stop at his destination. The aircraft was told to taxi up to and exit at K5. Approaching a two mile final; the aircraft was turning onto K5 and at that time GSO Tower instructed us to make a go-around. Having looked at my radar and XM weather with nothing but RED on the departure path of 23L; I made the decision not to go-around. I called GSO Tower with the traffic in sight and that he was clear of the runway. As we were landing; the aircraft was turning from K5 to the parallel Taxiway K. As we taxied to our hangar located on the south west corner of the airport; heavy rain and lightning were noticed by both pilots and passengers. I know that in a normal situation I would not have hesitated in executing a go-around per the Towers orders. However; I feel that in this situation GSO Tower was looking at just one aspect of the operation his runway. I was looking at several factors one being the runway the weather and the possibility of being put in a minimum fuel situation. Approximately 30 minutes after we landed; the television reported tornadoes and severe weather not far from the end of 23L. To me as a Captain of this aircraft and having flown professionally for years; I always put the safety of my passengers; crew and aircraft first. I did what I thought was the safest for this flight.

Data retrieved from NASA's ASRS site as of April 2012 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.