Narrative:

Aircraft X was cleared for an ILS approach to runway xxl. Runway xxr was closed for continuous snow removal and had snow removal vehicles operating on it. The weather was IMC with 1 mile visibility and snow. The approach end of both runways were not visible. I was the trainee in position in local control and cleared aircraft X to land on runway xxl which he read back. At about 1 mile final the amass (airport movement area safety system) issued a go-around instruction which I immediately relayed to the pilot. The aircraft was not visible yet on the asde (airport surface detection equipment)/amass display. The pilot immediately complied and executed a go around. After the pilot had began his missed approach I informed him of the reason for the go-around; that it appeared he was aligned with the wrong runway; and I asked him to verify that he had been established on the runway xxl localizer. He replied something to the effect of that he was 'right of course'; which to me would imply he had indeed established himself on the runway xxr localizer.during IFR weather and continuous snow removal; the approaches to xxl/xxr are frequently obscured. The radar display when zoomed out doesn't fully show whether the aircraft is aligned with the right runway; as the difference in position is only very subtle. Neither the tower or TRACON observed the king air lined up for the wrong runway. The amass essentially becomes the most useful layer of safety at that point. A recommendation that I have would be to give the tower the ability to put an ILS system into standby/off when it is closed for snow removal. Currently we only have the ability to monitor the ILS; and can't change its functionality. If the ability to turn off the ILS to the occupied runway existed and was incorporated into the appropriate runway close/open checklist; it would have prevented the king air from picking up the wrong localizer. I would add that to the continuous snow removal letter of agreement as well. My other recommendation would be to require a closer distance setting on the radar display during IFR weather; which would help to more visibility indicate potential wrong runway alignments.

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Original NASA ASRS Text

Title: Local Controller reported issuing a go around to an aircraft that appeared to be on short final to a closed runway.

Narrative: Aircraft X was cleared for an ILS approach to Runway XXL. Runway XXR was closed for continuous snow removal and had snow removal vehicles operating on it. The weather was IMC with 1 mile visibility and snow. The approach end of both runways were not visible. I was the trainee in position in Local Control and cleared Aircraft X to land on Runway XXL which he read back. At about 1 mile final the AMASS (Airport Movement Area Safety System) issued a go-around instruction which I immediately relayed to the pilot. The aircraft was not visible yet on the ASDE (Airport Surface Detection Equipment)/AMASS display. The pilot immediately complied and executed a go around. After the pilot had began his missed approach I informed him of the reason for the go-around; that it appeared he was aligned with the wrong runway; and I asked him to verify that he had been established on the Runway XXL localizer. He replied something to the effect of that he was 'right of course'; which to me would imply he had indeed established himself on the Runway XXR localizer.During IFR weather and continuous snow removal; the approaches to XXL/XXR are frequently obscured. The radar display when zoomed out doesn't fully show whether the aircraft is aligned with the right runway; as the difference in position is only very subtle. Neither the Tower or TRACON observed the King Air lined up for the wrong runway. The AMASS essentially becomes the most useful layer of safety at that point. A recommendation that I have would be to give the Tower the ability to put an ILS system into standby/off when it is closed for snow removal. Currently we only have the ability to monitor the ILS; and can't change its functionality. If the ability to turn off the ILS to the occupied runway existed and was incorporated into the appropriate Runway close/open checklist; it would have prevented the King Air from picking up the wrong localizer. I would add that to the continuous snow removal Letter of Agreement as well. My other recommendation would be to require a closer distance setting on the radar display during IFR weather; which would help to more visibility indicate potential wrong runway alignments.

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.