B737-800
Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Flight Crew Last 90 Days 200; Flight Crew Type 9000
Troubleshooting; Distraction; Situational Awareness
Ground Event / Encounter Loss Of Aircraft Control; Ground Event / Encounter Weather / Turbulence
Flight Crew Took Evasive Action
Airport; Chart Or Publication; Weather
Aircraft X; from ZZZ1 to ZZZ was a routine flight; the second sequence in our day.  I was the PM (Pilot Monitoring); and I accomplished the approach planning prior to TOD.  I recorded ATIS Z a special report issued at XA:09Z. Winds 180-12; 8SM vis; -FZRA overcast at 2900. 00/-3 A30.13 RCC 5-5-5 on [runway] XXL/R.We briefed the RNAV Z XXL.  On check-in with ZZZ Approach; we were told to expect ILS XXR and to pick up ATIS A. We programmed the FMC for XXR and I scanned over ATIS A; no significant changes in wind or visibility; but the temp had warmed above freezing and the -FZRA identifier had been removed; RCC (Runway Condition) was still 5-5-5 both runways. Approach then offered the RNAV XXL; we accepted the approach clearance and I programmed the FMC again while we were still IMC. I was busy with the aircraft in IMC; two approach changes; I didn't spend the time necessary to review the many taxiway closures; the list was extensive; possibly over 20 closures. I was satisfied that the weather conditions had improved; and or were similar to the calculations in ATIS Z. We broke out of IMC at 4;000 feet MSL; and flew a visual backed up by the RNAV data.  The aircraft touched down in the TDZ; and we slowed; I bypassed the high-speed turnoff and slowed to taxi speed as we continued down the runway.  We received no exit instructions from Tower; I slowed the aircraft to smoothly make the 90 degree turn at [taxiway] X.  Once established on [taxiway] X; the aircraft began to drift right.  Control inputs had zero affect. I had full left tiller and max left brake and the aircraft did not respond to my control inputs. Braking action was NILL. As the nose wheel approached the edge of the taxiway it regained traction and we corrected back left to the center line.  There was no obvious indication of damage to either the aircraft or airport lighting.We informed Tower and Ground Control of the NILL braking; and that there was a possibility taxiway lighting was damaged. The remainder of the taxi to Gate X was uneventful.  I inspected the aircraft and found no damage; called Dispatch to inform them of the taxiway conditions and to initiate a three-way call with the Chief Pilot to report the incident.  I made an aircraft logbook entry; and Contract Maintenance inspected the aircraft. Walking on the ramp was hazardous. There was a 1/8' layer of ice on all untreated surfaces.Additive Conditions:No instructions from Tower Controller on which taxiway to use to exit runway.Taxiway X was untreated.Changing ATIS during approach phase.No visual reference to the slippery surface conditions.[Taxiway] X closure NOTAM was issued while aircraft was on descent. Long list of closed taxiways not plotted on 10-9 due to aircraft being in IMC; on downwind leg; and PM being task saturated. Wind direction was consistent with the sliding direction of the aircraft.Expectation Bias:5-5-5 RCC was expected on taxiways as well as runway. The removal of -FZRA with temp above freezing from ATIS lowered my guard.I associate closed taxiways with illuminated warning lights or barriers.Lessons learned:When taxiway closures affect runway exit; I will make a note of possible exit points and look for those specifically on the ATIS; not hunt and plot on the 10-9 chart; and I will ask Tower where we are expected to exit the runway; not necessarily the first available exit as the AIM 4-3-20 directs.  When there is visible surface contamination; I creep up on all turns; I was going pretty slow; but maybe a slower speed would have prevented the incident. The removal of the -FZRA note on ATIS A lowered my guard; but it also prevented any Pilots that hadn't received ATIS Z from knowing that there was a possibility of surface contamination; and lower than 5 surface conditions. Now I am aware that the primary access points to/from a runway are the first and last taxiways.If our EFB Jepps App had the ability to automatically plot taxiway and runway closures from active NOTAMs; Situational Awareness and Safety would be increased.
Aircraft X; ATIS stated that -FZRA and runway condition was 5 5 5. Turning off on Taxiway X off of Runway XXL the nose wheel was sliding. After making the 90 degree turn onto Taxiway X; the aircraft began to slide. We had no control. The aircraft never left the pavement. We advised Tower that the braking on the taxiway was NIL on [taxiway] X after regaining control. On taxiway 2; I looked out the right window to see if I could see any taxiway lights that we damaged but I could not see any. On the debrief between the Captain and I; we researched to see if there was a NOTAM that we missed. There was a NOTAM that was published at XA:35Z. We had pulled the ATIS in preparation for landing just prior to this NOTAM and it was not on the ATIS information that we had. Tower did not advise of any untreated taxiways. Taxied to the gate uneventful. Post flight did not show any damage to the aircraft.Freezing rain in the future will definitely give me pause; even if the runway conditions say 555. Wish I would have asked the Tower of taxiway conditions. I will be doing this in the future.
Pilots reported the aircraft was sliding on the taxiway after landing due to possible surface contamination with ice.