Flight Crew Air Transport Pilot (ATP)
Flight Crew Last 90 Days 160; Flight Crew Type 8800
Situational Awareness; Confusion
Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Taxiway
General None Reported / Taken
Human Factors; Procedure
After landing on Runway 19R in MCI; I took control of the aircraft at approximately 60 knots from the First Officer. I was aware of another aircraft close behind us that had also been cleared to land on 19R. Tower asked us to expedite off of the runway for that aircraft just after I took control of the airplane. In order to facilitate our exit; I chose to turn off Taxiway A7. While exiting at approximately 20 knots; I saw some patchy snow and ice on Taxiway A7 but nothing unsafe to exit onto. After exiting onto A7; Tower informed us that Taxiway A7 was closed.The ATIS for the approach and landing on 19R by the First Officer was:MCI D-ATIS [VFR] ARRIVALS EXPECT ILS 19L; ILS RWY 19R.NOTAMS... TWY E CLSD NORTH OF TWY D; AND SOUTH OF RWY 9 27. RWY 1L AVAILABLE EXITS ARE A ELEVEN; A TEN; A 4; A 1. RWY 1R AVAILABLE EXITS ARE E 8; E 6; C; D; E 4; E 1. RWY 9 AVAILABLE EXITS ARE C 9; F; E; C 3; C 1. KANSAS CITY VOR HIWAS OTS. ...ADVS YOU HAVE INFO [ATIS].We briefed that we would exit 19R on A10 to taxi onto M and into our ramp and Gate XY. With the 60 knot call; the slow rollout speed and the expedite request from Tower; I chose to exit on A7. Normally; closed taxiways are noted in the ATIS; not 'AVAILABLE EXITS.' Normally I mark closed taxiways on my EFB 10-9 page to remind myself of the closures. Additionally the 'AVAILABLE EXITS' were noted for only Runways 1L; 1R; and 9; not 19R.I believe the ATIS wording and runway delineations led me to believe A7 was not closed. There were no markings; lights or cones to show Taxiway A7 was closed.After exiting slowly and safely on A7 and after clearing Runway 19R; the F/O called ground for taxi to [the] gate. I turned south on Taxiway A and followed our clearance into the ramp and gate with no further issues.
The issue and confusion here we believe was in the wording of the ATIS regarding taxiways. The ATIS stated that Taxiways A-1; A-2; A-10; and A-11 (were available) on Runway 1L. Unlike most ATIS reports which list closures; this ATIS did not use that language. What it did have was listed for the opposite orientation of the runway we were landing on 19R. A review of the MCI [airport diagram] shows that Taxiways A-5; 7 and 10 are oriented as high speeds from 19R. While they could be considered as departure points from Runway 1L; it is not likely. So under the letter of the law; confusion notwithstanding; we were not supposed to exit the runway at A-7. In reality; it was not like a construction going on -10' drop off into dirt and rebar while running over barriers and flashing lights along the way closure. It was more like a Taxiway A-7 being kinda; sorta not really 'available' at that moment in time 'closure.' It appears that they had not yet completely cleared these 'unavailable' high speeds even though there was not; nor had there been any active precipitation for a long time. Runway 19R was clear and dry; its associated exit points should have all been the same if it was (one of) the active runways. It's not as though they were trying to keep up with an active storm. I'm glad it all worked out safely; I'm glad we didn't cause a go-around; and I'll pay closer attention from now on.
B737-700 flight crew reported exiting the runway at MCI on a closed taxiway; citing confusion with the ATIS presentation as contributing.