Air carrier flight crew landing at FSD after tower closure broke out of 400 foot ceiling to discover a vehicle on the runway and went around. The vehicle driver was admonished by the ZMP Controller and the second approach successful.
Synopsis
Air carrier flight crew landing at FSD after tower closure broke out of 400 foot ceiling to discover a vehicle on the runway and went around. The vehicle driver was admonished by the ZMP Controller and the second approach successful.
Narrative
On approach to Runway 03 at FSD we were kept a bit higher than we would have liked; but aircraft was cleared; configured and stable for the entire approach. We had the current weather conditions from AWOS; as the Tower was closed and Center was controlling us. Weather was 400 foot ceiling with 1 mile visibility. Braking action was unknown at that current time. Neither of us had been to FSD in at least a year and had more than a bit of concern with landing at a strange airport in snow; LIFR; with a closed Tower. We broke out of the clouds around 400 FT as expected but the Captain called out a vehicle of some sort about three quarters of the way down the runway. I saw it's yellow flashing safety light as well and we initiated a go around at that time. While being vectored around for a second approach the Center Controller told us that he should have been informed by the airport when snow plowing or vehicles would be on the active runway. Apparently the snow plow had called clear to the Controller but had returned to the runway to spread more sand and thought he could finish before we called for our arrival. We completed our approach to a landing the second time with no other unusual events. After blocking in the Captain informed me that he thought he had missed making the 'recommended' call on CTAF after we were switched over from Center.
Second reporter narrative
The pilot flying executed the go-around and I called the Center Controller to advise him of our go-around; as well as the vehicle on the runway; and of our desire to receive vectors for another approach. The controller asked if I would contact the vehicle on the advisory frequency and have him come up on the center frequency and I complied. It was at this time I realized I had not made the recommended call on advisory frequency while inbound on the approach. The driver of the vehicle came up on center frequency and a discussion ensued between the center controller and the driver of the vehicle regarding how the center controller thought the driver was clear of the runway. The driver stated he had not been pleased with the outcome of his latest MU readings; so he thought he would have time to go back and get some sand for the runway and distribute it prior to our arrival in order to help us out. The center controller chastised the driver of the vehicle for getting back on the runway without notifying him and that if he had been notified he would have had to close the runway until he was once again notified that the runway was clear. We were vectored for another approach; one on which I made the recommended call on the advisory frequency; and made a normal landing.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.