B757 Undifferentiated or Other Model
Flight Crew Air Transport Pilot (ATP)
Flight Crew Last 90 Days 210; Flight Crew Total 26477; Flight Crew Type 6577
Situational Awareness
Ground Event / Encounter Loss Of Aircraft Control; Ground Excursion Taxiway
Flight Crew Returned To Gate; General Flight Cancelled / Delayed; General Maintenance Action
Weather; Airport; Human Factors
We noted slick surfaces at ZZZZ on the ATIS and NOTAM. We found the Braking Action to be excellent on the runway and BA to be fair to good on exiting at D and subsequent taxi to the FBO near the departure end of 34. We refueled and were directed to taxi to Runway 26 via Taxiway A. We found taxiway BA to be mostly good along A and toward the dogleg it appeared to be clear of snow and ice but as we approached we realized it was in fact clear ice or what I call black ice. I reckon we were moving at 5-7 knots when we hit the ice. We had 0 braking nor steering and as we exited the prepared area of the taxiway I applied some reverse thrust to try to slow the aircraft. We were able to gain traction on the unprepared section of taxiway on approximately 1.5 inches of snow and ice. We never departed the hardtop on the taxiway although we were not sure until we had maintenance come out and inspect the aircraft and tow us back on the prepared taxiway.
After landing; we cleared runway 26 to taxi to the fueling ramp. The taxiways were covered with patchy snow and ice with most of the ramp cleared and bare concrete. I would estimate the braking action good on the dry areas and fair on the snow covered areas. We did not have any steering or braking issues taxiing to the ramp. After the fueling was complete we accomplished all required checklists and started the engines. The ATIS had mentioned the ramp and taxiways were slippery and we discussed this before taxi out. ATC cleared us to taxi to runway 26 via P and A. As we taxied out we noticed the ramp and taxiway were about the same condition as the taxi in. We were given a different taxi route to runway 26 than the route we taxied to the ramp. After we crossed runway 34; taxiway A has a 60 degree left turn to arrive at runway 26. As we approached the turn the taxiway looked like it had been chemically deiced as it had a wet look to it with concrete underneath. As we got closer to this section of taxiway I began to see very shiny reflections and realized it was not just wet but covered with sheer ice. I immediately voiced my concern to the Captain and First Officer stating 'guys this looks really slick.' After hearing me state that; the Captain applied the brakes and nothing happened as we started to slide on the ice. The aircraft did not slow at all. As a matter of fact it felt as if we sped up. There may have been more friction with the tires rolling over the ice instead of sliding. The Captain also tried to turn the aircraft with the tiller; which was also completely ineffective. I did not feel as if we were taxiing at a high rate of speed but we also did not know the braking action on this section of taxiway A had NIL braking. I feel we would have slid at any speed. I am not even sure if the aircraft would have remained still with the parking brake set and the engines at idle. In a last ditch effort the Captain applied full reverse thrust to stop our forward progress. Sitting in the IRO jumpseat; I had a birds-eye view of the occurrences unfolding. I noticed the left engine spooled up much faster in reverse than the right engine. This action may have been beneficial as the aircraft yawed to the left toward the correct direction we should have turned. With the Captains quick reaction applying reverse thrust; I feel this action slowed the aircraft to a stop and also kept us on pavement at all times. After the aircraft came to a complete stop; we immediately shut down the engines and made a PA to the passengers to please remain in your seats. The APU was started and the flight attendants were called to check on the status of the aircraft; cabin; crew; and passengers. After we learned everything appeared to be ok; we called ATC; and the FBO to let them know our situation and also made a PA to the passengers explaining what had just occurred. The next step was to have the aircraft towed back to the center of the taxiway. This was a very slow process and a lot of time was passing as this process was getting underway. I commend the crew for the way the passengers were kept informed and taken care of during this time.  Air stairs were brought out to the plane so the flight attendants could have water replenished for the passengers. This also allowed us to have several face to face conversations with the airport personnel and the mechanic. We had the pleasure of speaking with the person who was in charge of airport snow removal and deicing for the runways and taxiways. He was very concerned with the status of taxiway A. He stated we should have never been cleared to taxi on it. Apparently the weather that morning was very warm and melted snow and ice; followed by a sharp drop in temperatures before we landed that refroze everything. I remember him saying this taxiway shouldn't even be open after he saw the condition it was in. We had come up with a plan that we had enough fuel and we could depart from our current positionDispatch agreed; and we had all the current and correct paperwork to do so. We were approaching our CCO time and all we needed was the logbook. This was very difficult knowing that was all we were waiting for while watching the clock tick down. Again; I commend all the crew for keeping the passengers in the loop and even feeding them the second service on the ground while we waited. We received our logbook but we had passed our CCO time. A new plan was formulated for us to fly to a different destination and then another crew would meet the 757 and continue to take to its final destination. We all thought this was a good plan. Another hour went by with very little information passed to us from dispatch. Apparently they were having trouble changing our destination. This CCO time came and went and the crew was now illegal to complete the flight segment. We made plans to go back to the ramp and try to get the passengers into the terminal and off the airplane temporarily until the next plan of attack could be made for them. After parking and talking to Customs; we learned they would not let the passengers off the plane. At this point we have all been on the aircraft close to 16 hours. In the end; an empty 757 was flown to ZZZ with 2 sets of crews. One crew to take our ARN passengers to their original destination on the same plane they were not allowed off; and our crew; that had timed out; will deadhead back on the empty 757.
B757 flight crew encounters black ice during taxi out after a fuel stop. Braking action and steering are nil and the aircraft slides to the edge of the taxiway and is shut down.