Narrative:

Dispatch called our base with a mission request to pick up patient in eha for transport without additional accompaniment. I and my co-pilot followed standard operating procedure.a) checked weather (WX)b) checked and printed notamsc) evaluated our risk assessmentd) and returned the call to dispatch in order to accept the missione) thence had the co-pilot file an IFR flight plan for the first and second leg via the computer.boarded our aircraft with our medics. Run-up was without issues. I handed the controls to the copilot and assigned myself the pilot non flying role. Take-off was routine and without issues. The flight toward eha takes only a little over 15 min. ATC cleared us to eha at 7;000 feet. WX was VMC with sct layer above us. [It was] a moonless night. At 25 miles out listened to eha wx report wind was reported as 260@12g19 (no mention of a runway closure); looked at the approach plates and decided RWY22 would be the appropriate runway. Requested visual 22 and clicked the runway lights on. At 12 miles out ATC cleared us down to 5;100 feet at 7 miles out we found the field and were cleared for the visual 22 and canceled IFR before we switched to the local frequency (122.8 mhz); due to the fact that we were still high we flew past the centerline and made a descending right 270 degree turn to rub off altitude and airspeed. Thence lined up with RWY22 and completed the before landing checklist. Approach was slightly steep (PAPI 1 red) but on speed (110 kts). Round out; flare and touchdown were normal.then right before the nose wheel touched; we became aware of an unlit abandoned vehicle on the right runway edge. I thought it strange to leave a vehicle on the actual runway and noted that the copilot was already easing the aircraft to the left. Seconds later additional vehicles blocking half the right side of the runway came into our lights. Although this caused me to grab the controls; I didn't take the controls away from the copilot because he was already veering further to the left in order to avoid the collision. We were still doing some 80 kts on the left side of the runway and barely had the [thrust] reversers spooled up. When we got confronted with another unlit parked vehicle straight in front of us this time (left side of the runway). The resulting avoidance maneuver was very aggressive in order to go from the extreme left side of the runway to the extreme right side of the runway while still doing in excess of 60 kts. We narrowly missed this vehicle still doing approx 40 kts with the [thrust] reversers going full blast while at the same time using all the (differential) braking we could exert and well past this last vehicle when we had brought the aircraft down to normal taxi speed. The taxi into the ramp via RWY35 was without further incident [albeit] with a detailed explanation of what just happened to our medics in the back.please understand that RWY22 at eha is only 60 feet wide and the wingspan [is close to that].so far the scary part of this incident.now comes the frustrating part of this incident.after shutdown I called wxbrief and informed him of our incident and the highly unsafe condition of RWY22 and requested that he would NOTAM close eha runway 04-22. He informed me that I could not do so but that the airport manager of eha could do that and volunteered the airport manager's phone number. I dialed the provided phone number and was welcomed with: 'beep buup beep the number you've dialed is no longer in service; please check the number .......................' so dialed the second phone number of the 'owner of the airport'. And got an answering machine!what does it take to remedy an extremely unsafe situation? Called the wxbrief again and asked him for the kansas center ATC phone number. [This was] in order to have ATC help keep other aircraft from the dangers lurking on RWY04-22. Luckily the person at kansas center's watch understood the severity of the issue and immediately informed the ATC supervisor of the situation.after all this I proceeded to inform the company hierarchy of the incident.

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Original NASA ASRS Text

Title: An air ambulance flight crew reported that while landing at night at EHA they experienced a severe ground conflict with vehicles left on the runway. No NOTAM was reportedly in place.

Narrative: Dispatch called our base with a mission request to pick up patient in EHA for transport without additional accompaniment. I and my co-pilot followed standard operating procedure.a) checked Weather (WX)b) checked and printed NOTAMSc) evaluated our risk assessmentd) and returned the call to dispatch in order to accept the missione) thence had the co-pilot file an IFR flight plan for the first and second leg via the computer.Boarded our aircraft with our medics. Run-up was without issues. I handed the controls to the copilot and assigned myself the pilot non flying role. Take-off was routine and without issues. The flight toward EHA takes only a little over 15 min. ATC cleared us to EHA at 7;000 feet. WX was VMC with SCT layer above us. [It was] a moonless night. At 25 miles out listened to EHA wx report Wind was reported as 260@12G19 (NO MENTION OF A RUNWAY CLOSURE); looked at the approach plates and decided RWY22 would be the appropriate runway. Requested visual 22 and clicked the runway lights on. At 12 miles out ATC cleared us down to 5;100 feet at 7 miles out we found the field and were cleared for the visual 22 and canceled IFR before we switched to the local frequency (122.8 MHz); Due to the fact that we were still high we flew past the centerline and made a descending right 270 degree turn to rub off altitude and airspeed. Thence lined up with RWY22 and completed the before landing checklist. Approach was slightly steep (PAPI 1 red) but on speed (110 kts). Round out; flare and touchdown were normal.Then right before the nose wheel touched; we became aware of an unlit abandoned vehicle ON THE RIGHT RUNWAY EDGE. I thought it strange to leave a vehicle on the actual runway and noted that the copilot was already easing the aircraft to the left. Seconds later additional vehicles BLOCKING HALF THE RIGHT SIDE of the runway came into our lights. Although this caused me to grab the controls; I didn't take the controls away from the copilot because he was already veering further to the left in order to avoid the collision. We were still doing some 80 kts on the left side of the runway and barely had the [thrust] reversers spooled up. When we got confronted with another UNLIT PARKED VEHICLE straight in front of us this time (left side of the runway). The resulting avoidance maneuver was very aggressive in order to go from the extreme left side of the runway to the extreme right side of the runway while still doing in excess of 60 kts. We narrowly missed this vehicle still doing approx 40 kts with the [thrust] reversers going full blast while at the same time using all the (differential) braking we could exert and well past this last vehicle when we had brought the aircraft down to normal taxi speed. The taxi into the ramp via RWY35 was without further incident [albeit] with a detailed explanation of what just happened to our medics in the back.Please understand that RWY22 at EHA is only 60 feet wide and the wingspan [is close to that].So far the scary part of this incident.Now comes the frustrating part of this incident.After shutdown I called WXBRIEF and informed him of our incident and the HIGHLY UNSAFE condition of RWY22 and requested that he would NOTAM CLOSE EHA RWY 04-22. He informed me that I could not do so but that the airport manager of EHA could do that and volunteered the airport manager's phone number. I dialed the provided phone number and was welcomed with: 'beep buup beep THE NUMBER YOU'VE DIALED IS NO LONGER IN SERVICE; PLEASE CHECK THE NUMBER .......................' So dialed the second phone number of the 'owner of the airport'. And got an ANSWERING MACHINE!WHAT DOES IT TAKE TO REMEDY AN EXTREMELY UNSAFE SITUATION? Called the WXBRIEF again and asked him for the KANSAS CENTER ATC phone number. [This was] in order to have ATC help keep other aircraft from the dangers lurking on RWY04-22. Luckily the person at Kansas center's watch understood the severity of the issue and immediately informed the ATC supervisor of the situation.After all this I proceeded to inform the company hierarchy of the incident.

Data retrieved from NASA's ASRS site 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.