Narrative:

Flew to an airport about 2 hours from home for the day with a non-pilot friend to watch a sporting event; and then planned to drop-off an item with family at an intermediate airport during our return home. We knew the afternoon/evening forecast for our return included the possibility of storms near our home airport; but I felt that by checking the weather during the day (including radar images via smartphone) we would be able to assess the risk and return early if necessary to avoid the storms. The sporting event ran longer than expected and we arrived at the airport 30 minutes after our intended departure time; departed 75 minutes after originally planned time. By the time we had flown to the intermediate airport (approximately 20 minutes away) to drop off the item with family; strong storms had started to build to the west of our destination and a line of storms had developed on the direct route between the intermediate stop and home airport. Therefore I planned a flight (using several internet sites and the FBO's dedicated weather system) that deviated significantly to the south to pass the first line of storms; and then turned north north-west to our destination. I considered the possibility that I might be allowing 'get-home-itis' to cloud my judgment but decided that since my friend wasn't pressuring me to make the flight; that this was not the case. During the planning process I discussed with my passenger the possibility that we might not be able to make it to the destination due to the storm; and we reviewed divert or land-short options. I filed an IFR flight plan including an alternate outside the area of storm; and ensured we had sufficient fuel to make the alternate with IFR reserves. After take-off; we tracked the weather using handheld GPS with xm datalink; weather radar; and metars and adjusted our route to cut as closely as we felt comfortable to the storms (more than 20 miles lateral clearance from yellow on the radar). ATC was extremely helpful and flexible in allowing us to amend our route multiple times. Near the point we turned north north-west; we noticed that strong (red on weather radar display) storms had built on all sides of the destination airport except in the direction from which we were approaching. Due to strong tailwinds our estimated flight time to the destination was only 22 minutes so I elected to continue; despite my concern that I would not be able to drop my friend off and return to my home airport (22 NM to the west) before the storm arrived. From the direction we were flying the weather was good (more than 10 NM visibility; ceiling over 5;000 ft) however we could see dark; ominous clouds extending to the ground on 3 sides of the plane; and the weather radar showed red; purple and black (most intense) rain in those areas; moving towards our destination. I believe at this point I should have heeded what we were seeing outside of the window and on the datalink and chosen to divert to the alternate. However; due to the generally good weather at our present location and between us and the airport; I elected to continue. Approach told us to plan for the visual approach so I checked AWOS and based on wind planned a right-traffic visual approach. Approximately 8 minutes from the destination airport; we observed air-to-ground lightning beyond but moving towards the airport. At the same time; the hand held GPS showed 'severe thunderstorm' and 'tornado warning' warnings via the xm datalink weather. In hindsight I believe despite our proximity to the destination airport; I should have immediately diverted to the alternate; which was back the way we came and outside the area of the storm. But because of the short distance and time to the destination airport; and the fact that that the red radar returns hadn't reached the destination airport; I elected to continue to land. We were cleared to the visual and changed to the advisory frequency. I continued the approach at a very high speed (160 KTS ground speed; 140 KTS airspeed) due to my desire to land as soon as possible. While attempting to slow to flap initial and final flap extension speeds (120 and 100 KTS) and descend to an appropriate altitude to begin flying the pattern; I allowed the plane to drift too close to the runway. When making the turn to final; the combination of strong wind (estimating over 20 KTS) and improper positioning caused me to end-up my base and final turns significantly misaligned with the runway. Rather than attempt to side-step to align with the runway; I immediately executed a left 360; which required application of full power to maintain altitude and airspeed. At the end of this turn I was aligned with the runway and was able to make a stabilized; though brief; visual approach. Upon touchdown we taxied to a hangar we had observed had an open door. It was abandoned but had enough room to get the plane under cover. As we were pushing the plane in; tornado sirens began sounding; rain started to fall and lightning and thunder were observed in the immediate proximity to the airport. Though I landed safely; I have never been more scared as a pilot. I believe I incorrectly used datalink weather technology as a replacement for good judgment; and flew into extremely dangerous conditions which eroded any and all margin of safety. In the future I will remember this and not use the datalink weather to justify flying into/close to weather that I wouldn't otherwise get close to without the datalink weather.

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Original NASA ASRS Text

Title: An SR20 pilot flew his aircraft which was equipped with advanced navigation and weather display equipment into an airport surrounded by weather and with tornado warnings sounding after landing.

Narrative: Flew to an airport about 2 hours from home for the day with a non-pilot friend to watch a sporting event; and then planned to drop-off an item with family at an intermediate airport during our return home. We knew the afternoon/evening forecast for our return included the possibility of storms near our home airport; but I felt that by checking the weather during the day (including radar images via smartphone) we would be able to assess the risk and return early if necessary to avoid the storms. The sporting event ran longer than expected and we arrived at the airport 30 minutes after our intended departure time; departed 75 minutes after originally planned time. By the time we had flown to the intermediate airport (approximately 20 minutes away) to drop off the item with family; strong storms had started to build to the west of our destination and a line of storms had developed on the direct route between the intermediate stop and home airport. Therefore I planned a flight (using several internet sites and the FBO's dedicated weather system) that deviated significantly to the south to pass the first line of storms; and then turned north north-west to our destination. I considered the possibility that I might be allowing 'get-home-itis' to cloud my judgment but decided that since my friend wasn't pressuring me to make the flight; that this was not the case. During the planning process I discussed with my passenger the possibility that we might not be able to make it to the destination due to the storm; and we reviewed divert or land-short options. I filed an IFR flight plan including an alternate outside the area of storm; and ensured we had sufficient fuel to make the alternate with IFR reserves. After take-off; we tracked the weather using handheld GPS with XM datalink; weather radar; and METARs and adjusted our route to cut as closely as we felt comfortable to the storms (more than 20 miles lateral clearance from yellow on the radar). ATC was extremely helpful and flexible in allowing us to amend our route multiple times. Near the point we turned north north-west; we noticed that strong (red on weather radar display) storms had built on all sides of the destination airport except in the direction from which we were approaching. Due to strong tailwinds our estimated flight time to the destination was only 22 minutes so I elected to continue; despite my concern that I would not be able to drop my friend off and return to my home airport (22 NM to the west) before the storm arrived. From the direction we were flying the weather was good (more than 10 NM visibility; ceiling over 5;000 FT) however we could see dark; ominous clouds extending to the ground on 3 sides of the plane; and the weather radar showed red; purple and black (most intense) rain in those areas; moving towards our destination. I believe at this point I should have heeded what we were seeing outside of the window and on the datalink and chosen to divert to the alternate. However; due to the generally good weather at our present location and between us and the airport; I elected to continue. Approach told us to plan for the visual approach so I checked AWOS and based on wind planned a right-traffic visual approach. Approximately 8 minutes from the destination airport; we observed air-to-ground lightning beyond but moving towards the airport. At the same time; the hand held GPS showed 'Severe Thunderstorm' and 'Tornado Warning' warnings via the XM datalink weather. In hindsight I believe despite our proximity to the destination airport; I should have immediately diverted to the alternate; which was back the way we came and outside the area of the storm. But because of the short distance and time to the destination airport; and the fact that that the red radar returns hadn't reached the destination airport; I elected to continue to land. We were cleared to the visual and changed to the advisory frequency. I continued the approach at a very high speed (160 KTS ground speed; 140 KTS airspeed) due to my desire to land ASAP. While attempting to slow to flap initial and final flap extension speeds (120 and 100 KTS) and descend to an appropriate altitude to begin flying the pattern; I allowed the plane to drift too close to the runway. When making the turn to final; the combination of strong wind (estimating over 20 KTS) and improper positioning caused me to end-up my base and final turns significantly misaligned with the runway. Rather than attempt to side-step to align with the runway; I immediately executed a left 360; which required application of full power to maintain altitude and airspeed. At the end of this turn I was aligned with the runway and was able to make a stabilized; though brief; visual approach. Upon touchdown we taxied to a hangar we had observed had an open door. It was abandoned but had enough room to get the plane under cover. As we were pushing the plane in; tornado sirens began sounding; rain started to fall and lightning and thunder were observed in the immediate proximity to the airport. Though I landed safely; I have never been more scared as a pilot. I believe I incorrectly used datalink weather technology as a replacement for good judgment; and flew into extremely dangerous conditions which eroded any and all margin of safety. In the future I will remember this and not use the datalink weather to justify flying into/close to weather that I wouldn't otherwise get close to without the datalink weather.

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.