Narrative:

Our flight was en route from ind to tpa. Due to thunderstorms around central fl, we were re-rted and vectored into tampa from the east. Our heading was 280 degrees and altitude was 5000 ft. As we approached the airport, the runway was to the left, perpendicular to our flight path. The tower gave us a turn to north. The copilot told them that we couldn't turn north due to 2 WX cells just to our right. The tower then asked if we had the runway in sight. I replied yes. They cleared us for a visual approach. At this point, we were still heading 270 degrees, 5000 ft, about 5 mi north of runway 17. I immediately deployed the spdbrake, lowered the gear and called for full flaps. As the flaps approached 15 degrees, I returned the spdbrake to the down position. I then started a left turn to east and descended at about 140 KTS. A few seconds after crossing runway centerline, I started a right turn to west (just prior to this, the copilot asked me about a 360 degree turn. Before I could answer, the tower said we could do anything but a 360). Approaching the runway centerline, I turned left to line up and overshot to the right. I then overshot slightly left as we crossed the threshold. I lined up on centerline and touched down with about 6500 ft of runway remaining. Touchdown and rollout were normal. In retrospect, I wish I had done things differently. In the interest of passenger comfort, I should have refused the approach or terminated the approach at low altitude when it became apparent that additional maneuvering would be required. Also, after the approach, I was somewhat aggravated and couldn't decide if a PA announcement would alleviate the situation or further aggravate it. I decided not to make a PA announcement, and looking back now, believe that was a mistake. I should have at least tried to explain the reason for the turns at low altitude. I did go to the cockpit door and speak to a few passenger as they deplaned.

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Original NASA ASRS Text

Title: LONG LNDG IN ACR MLG AS RWY HDG OVERSHOT SEVERAL TIMES IN LNDG PROC LNDG OVERSHOT. ERROR ADMITTED.

Narrative: OUR FLT WAS ENRTE FROM IND TO TPA. DUE TO TSTMS AROUND CENTRAL FL, WE WERE RE-RTED AND VECTORED INTO TAMPA FROM THE E. OUR HDG WAS 280 DEGS AND ALT WAS 5000 FT. AS WE APCHED THE ARPT, THE RWY WAS TO THE L, PERPENDICULAR TO OUR FLT PATH. THE TWR GAVE US A TURN TO N. THE COPLT TOLD THEM THAT WE COULDN'T TURN N DUE TO 2 WX CELLS JUST TO OUR R. THE TWR THEN ASKED IF WE HAD THE RWY IN SIGHT. I REPLIED YES. THEY CLRED US FOR A VISUAL APCH. AT THIS POINT, WE WERE STILL HDG 270 DEGS, 5000 FT, ABOUT 5 MI N OF RWY 17. I IMMEDIATELY DEPLOYED THE SPDBRAKE, LOWERED THE GEAR AND CALLED FOR FULL FLAPS. AS THE FLAPS APCHED 15 DEGS, I RETURNED THE SPDBRAKE TO THE DOWN POS. I THEN STARTED A L TURN TO E AND DSNDED AT ABOUT 140 KTS. A FEW SECONDS AFTER XING RWY CTRLINE, I STARTED A R TURN TO W (JUST PRIOR TO THIS, THE COPLT ASKED ME ABOUT A 360 DEG TURN. BEFORE I COULD ANSWER, THE TWR SAID WE COULD DO ANYTHING BUT A 360). APCHING THE RWY CTRLINE, I TURNED L TO LINE UP AND OVERSHOT TO THE R. I THEN OVERSHOT SLIGHTLY L AS WE CROSSED THE THRESHOLD. I LINED UP ON CTRLINE AND TOUCHED DOWN WITH ABOUT 6500 FT OF RWY REMAINING. TOUCHDOWN AND ROLLOUT WERE NORMAL. IN RETROSPECT, I WISH I HAD DONE THINGS DIFFERENTLY. IN THE INTEREST OF PAX COMFORT, I SHOULD HAVE REFUSED THE APCH OR TERMINATED THE APCH AT LOW ALT WHEN IT BECAME APPARENT THAT ADDITIONAL MANEUVERING WOULD BE REQUIRED. ALSO, AFTER THE APCH, I WAS SOMEWHAT AGGRAVATED AND COULDN'T DECIDE IF A PA ANNOUNCEMENT WOULD ALLEVIATE THE SIT OR FURTHER AGGRAVATE IT. I DECIDED NOT TO MAKE A PA ANNOUNCEMENT, AND LOOKING BACK NOW, BELIEVE THAT WAS A MISTAKE. I SHOULD HAVE AT LEAST TRIED TO EXPLAIN THE REASON FOR THE TURNS AT LOW ALT. I DID GO TO THE COCKPIT DOOR AND SPEAK TO A FEW PAX AS THEY DEPLANED.

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.