Narrative:

Arriving into ZZZ1 from the south, landing on runway, made announcement on CTAF 15 mi out, 10 mi out, 4 mi final, and short final. VMC conditions prevailed. However, I was on an IFR flight plan. On short final, a maintenance truck entered the runway at the opposite end of the runway threshold. I was hoping he would see me and would exit the runway. When I was over the numbers for runway, at about 50-75 ft, vehicle still had not exited the runway. I subsequently initiated a go around to re-enter the pattern (left downwind). I do not know if the equipment/men had a radio, but had they been monitoring CTAF, they would have known I was coming. Further, it appeared by the markings on the truck that they were not airport authority/authorized vehicles, but private contractors. Also, since men and equipment are not indicated on d-notams, and there is no WX reporting or other, I had no way of getting the NOTAM for equipment on the runway. I was not given any local NOTAMS by FSS (the local FSS for that area), and airport advisories were unavailable. I could have prevented the incident by overflying the field, but time was an issue, and instead, I chose to intercept the final course or the GPS approach, using the VFR WX at abc and xyz for reference. I communicated my intentions and made 2-WAY contact with the other arrival in the area about 10 mi behind me, but to the north. In summary, I should have overflown the field, and done a visual inspection of the field, the contractors should have been monitoring CTAF, and FSS should have told me that there were men/equipment on the runway.

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Original NASA ASRS Text

Title: A C310 PLT NOTICED A TRUCK AND MAINT PERSONNEL ON THE OPPOSITE RWY END AT A CTAF ARPT. THE PLT EXECUTED A GAR AND RETURN TO LAND.

Narrative: ARRIVING INTO ZZZ1 FROM THE S, LNDG ON RWY, MADE ANNOUNCEMENT ON CTAF 15 MI OUT, 10 MI OUT, 4 MI FINAL, AND SHORT FINAL. VMC CONDITIONS PREVAILED. HOWEVER, I WAS ON AN IFR FLT PLAN. ON SHORT FINAL, A MAINT TRUCK ENTERED THE RWY AT THE OPPOSITE END OF THE RWY THRESHOLD. I WAS HOPING HE WOULD SEE ME AND WOULD EXIT THE RWY. WHEN I WAS OVER THE NUMBERS FOR RWY, AT ABOUT 50-75 FT, VEHICLE STILL HAD NOT EXITED THE RWY. I SUBSEQUENTLY INITIATED A GAR TO RE-ENTER THE PATTERN (L DOWNWIND). I DO NOT KNOW IF THE EQUIP/MEN HAD A RADIO, BUT HAD THEY BEEN MONITORING CTAF, THEY WOULD HAVE KNOWN I WAS COMING. FURTHER, IT APPEARED BY THE MARKINGS ON THE TRUCK THAT THEY WERE NOT ARPT AUTH VEHICLES, BUT PVT CONTRACTORS. ALSO, SINCE MEN AND EQUIP ARE NOT INDICATED ON D-NOTAMS, AND THERE IS NO WX RPTING OR OTHER, I HAD NO WAY OF GETTING THE NOTAM FOR EQUIP ON THE RWY. I WAS NOT GIVEN ANY LCL NOTAMS BY FSS (THE LCL FSS FOR THAT AREA), AND ARPT ADVISORIES WERE UNAVAILABLE. I COULD HAVE PREVENTED THE INCIDENT BY OVERFLYING THE FIELD, BUT TIME WAS AN ISSUE, AND INSTEAD, I CHOSE TO INTERCEPT THE FINAL COURSE OR THE GPS APCH, USING THE VFR WX AT ABC AND XYZ FOR REF. I COMMUNICATED MY INTENTIONS AND MADE 2-WAY CONTACT WITH THE OTHER ARR IN THE AREA ABOUT 10 MI BEHIND ME, BUT TO THE N. IN SUMMARY, I SHOULD HAVE OVERFLOWN THE FIELD, AND DONE A VISUAL INSPECTION OF THE FIELD, THE CONTRACTORS SHOULD HAVE BEEN MONITORING CTAF, AND FSS SHOULD HAVE TOLD ME THAT THERE WERE MEN/EQUIP ON THE RWY.

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.