Air Carrier Pilot Crew reported during the landing roll-out ATC changed the taxiway they were to use to exit the runway. The problem; as reported by the pilots; the runway was much slicker than advertised and the jet began to slide out of control. The taxiway given by ATC does not have a connection to the runway and once stopped the jet needed a ground tug and snow removal equipment to proceed. The pilots stated; lack of information regarding runway condition and the late taxiway change complicated the situation.
Synopsis
Air Carrier Pilot Crew reported during the landing roll-out ATC changed the taxiway they were to use to exit the runway. The problem; as reported by the pilots; the runway was much slicker than advertised and the jet began to slide out of control. The taxiway given by ATC does not have a connection to the runway and once stopped the jet needed a ground tug and snow removal equipment to proceed. The pilots stated; lack of information regarding runway condition and the late taxiway change complicated the situation.
Narrative
We flew into the ZZZ terminal area via the ZZZZZ 3 RNAV arrival; ZZZ1 transition; cleared direct to ZZZZZ1 prior to being given a clearance to descend via the ZZZZZ 3 landing north for the ILS XXC. We monitored the ZZZ ATIS closely throughout the flight and called our Dispatcher for realtime info when we were about 3 hours out. The latest ATIS stated multiple taxiway closures but did not list any specific ones. We knew about the severe weather that had passed through and were concerned about the runway condition codes published. We were descending to 3000 ft. and were heading south approximately 10 miles from the runway when we were cleared to 2000 ft. and given a right turn to 270 followed by another right turn to intercept the localizer and then cleared for the ILS XXC. I was the pilot monitoring (PM); the First Officer (FO) was the pilot flying (PF) and we had a Relief Pilot (Captain) on the jumpseat. At 2000 ft. we were IMC however it did not take long breakout on the glideslope. Approach was uneventful; and stable flown by the FO. The runway CC (condition codes) was recently updated to 5;5;5;5 and we discussed cleaning up on the runway at the end of the rollout if it appeared the taxiways contained clutter. The FO had selected autobrakes 3 for landing and we said we would exit the runway at a logical point depending on the condition of the runway as well as the taxiways. We also discussed allowing the jet to slow completely to taxi speed utilizing the autobrakes. On final; I queried the Tower regarding where they preferred we exit the runway and they said we could roll to the end and exit at the Taxiway X highspeed. I knew we had Taxiway XX; the other highspeed taxiway on the right side of XXC available to us as well. All of these contingencies were discussed among the 3 of us. Also; this was the only operating runway at the time and we could see airplanes lined up for takeoff and de ice. As stated; the approach was flown uneventfully to touchdown by the FO. On rollout; spoilers deployed normally and the airplane slowed nicely. The first 2/3 of the runway was dry and free of clutter. As we rolled out I could make out either snow; frost; ice or something glistening on the last approximately 1/3 of the runway. By this time we were approaching 50 knots and we were only a little past 1/2 down the runway. I mentioned in the cockpit that we have Taxiway XX available if the stuff on the runway looked problematic. At this time I queried Tower regarding where they wanted us to exit. They said we could exit right at the end of the runway which would be Taxiway X. I took control of the jet from the FO and instructed him to clean up the flight controls so they would not be contaminated by what I could tell was heavily cluttered taxi ways. Then the Tower came on the radio and told us to exit right on Taxiway XY. I was expecting to go to the end of the runway by now so I started wondering why the last second change and then could not see and XY taxiway sign. I asked the crew where XY is and they said we just passed it. OK; time for a clarification note. At this time the FO and Relief Pilot thought we passed XY when we actually passed XX. We landed on Runway XXC and XY does not touch XXC; it touches XXR; so Tower told us to exit on a Taxiway that did not touch our runway. The FO told Tower we missed XY and stated we can take Taxiway Y which the Tower then instructed us to do. The braking action on the runway the whole time was good. Taxiway Y is a 90 degree taxiway and there was a line of snow across the entrance from the runway being cleared. I slowed to the minimum speed I could use to make my right 90 degree turn and then planned to make the next left 90 degree turn onto Taxiway Z to proceed north toward our ramp. When I began to make my left 90 degree turn onto Taxiway Z; the nose of the airplane moved a little left and I could feel the nosegear turn but the jet was essentially going straight forward. I announced something likewe aren't turning and immediately straightened the nosegear and stood on the brakes. Then I announced that we aren't stopping. We did eventually come to a stop on the Taxiway Y centerline with the nose of the jet facing east and oriented slightly east of Taxiway Z. I set the brake and the FO informed Ground that we were unable to negotiate a left turn onto Taxiway Z due to ice and snow and that we would require assistance. There was discussions with ground regarding if I wanted to try taxiing onto Runway XXR to attempt to turn around and we all agreed that the appearance of that runway was unsuitable for taxi. We told Ground Control that we would call our company to bring a tug to pull us out and take to the ramp. Airplanes were still taking off of Runway XXC when the Tower asked us if we could pull up 20 feet or so because our tail was hanging over the XXC holdshort at Taxiway Y. I was dumbfounded that we could be over the hold short because I saw 1 or 2 airplanes take off Runway XXC. I had one of our Maintenance crew visually check our position and he confirmed that we were in fact over the hold short about 20 feet and monitored my very slow pull forward and let me know what I was clear of the hold short. Then our Maintenance attempted to join a lift tug with our nose gear to move the airplane but he was unable to get sufficient traction with the tug to engage the nose gear due to ice. There was some discussion of taxiing forward across Runway XXR and proceeding north on Taxiway A however one brake check by the Operations vehicle proved that the ice on the runway would not allow taxi. It was decided then that we would have to wait for liquid de ice to come and spray the taxiway and end of Runway XXR to allow me to taxi. The plan was to deice the route and taxi on Taxi Y onto Runway XXR; turn right and proceed approximately 50m south on Runway XXR and make a right turn on Taxiway XY and then another right turn onto Taxiway Z to proceed north to our ramp. A lot of time elapsed while waiting on the liquid deice when a dumptruck showed up with a broadcast spreader on the back and after some coordination with our Maintenance; he spread some material all over the area approximately 50m in front of the jet. Whatever he used; it worked great and the tug was able to hook up within 15-20 minutes. The airport had a truck with a rep onsite for consult however their communication was poor as the Tower/Ground had constant trouble communicating with him and we missed several opportunities for the tug to attempt a pushback onto Taxiway Z. With Runway XXC being the only operating runway; the Tower was reluctant to have us push back and possible render that runway unusable. While waiting for an opportunity to move; the same man who drove the dumptruck with the broadcast spreader showed up with a front end loader and proceeded to scrape the area infront of the jet so the tug could have traction as well as remove the ice/snow that bordered Taxiway Z that may hinder the pushback of the tug. Once he finished that; Runway XXC was closed and the airport began cleaning it up again and ops moved to XXL. Our tug then had no problem pushing us back onto Taxiway Z and then towed us north on Z to our ramp.; Cause: Inadequate information regarding taxiway condition and which were best suited for runway exit. Short fused change in runway exit instructions from Tower. Told to do one thing and then told to do something different with little time. Instructed to exit via a taxiway that did not exist for the runway in use. Solution: Publish standard taxi routes; publish taxiway condition and limit which taxiways are used to only the ones cleared; in this case; it appeared none of the exit taxiways had been cleared. We were cleared to exit at the runway end; once that instruction was given; because of the nature of the adverse conditions; the clearance should not have been changed in close; unless there is a safety of flight issue which is why I was thinking our instructions changed.
Second reporter narrative
Uneventful flight from ZZZZ-ZZZ until landing rollout and clearing XXC after landing from a normal flight; approach; and hand flow ILS landing. We had discussed rolling all the way to the end to clear the runway at Taxiway X which ZZZ Tower approved. On landing roll; after the aircraft was at a taxi speed; we were is a position to safety exit at Taxiway XX; but before we could coordinate with ATC ZZZ Tower asked us to clear at XY. I told them 'WILCO'; and the Captain; Relief Pilot; and I started looking for Taxiway XY as we taxied past XX. We recognized some signage pointing to XY; but did not realize at the time Taxiway XY did not connect to Runway XXC. We told ZZZ Tower we were unable to clear at XY; but could exit the runway at Taxiway Y. They approved; and we exited XXC at Taxiway Y. After clearing at Taxiway Y; Taxiway Z was too icy to turn the aircraft north to taxi to the gate. The Captain stopped the aircraft in the Taxiway Y and Taxiway Z intersection slightly north of the taxi line facing east. We were unable to steer or reliably stop the aircraft; so we elected to set the parking break and wait for a tow-in to the gate. ZZZ Tower cleared an aircraft to take-off as we cleared the runway; but did not realize our tail was still in the runway clear zone by approximately 5 feet. ZZZ Tower asked us to pull forward; so we coordinated with ZZZ Tower and airfield management truck to clear the runway and then re-set the parking break to continue waiting for a tow-in. We started the APU and waited over 3 hours for Company Maintenance and airfield operations to remove enough ice from the taxiway in order for the tug to get enough leverage to back us onto XXC and then forward onto Taxiway Z and then to our parking spot.Cause: The confusion from the ZZZ Tower Controller about Taxiway XY being attached to Runway XXC; and the lack of communication about the condition of Taxiway Y and Z for our runway exit. Nowhere in the NOTAMs do they mention Taxiway Y or Z's condition.Solution: Better communication from the ground handler about adverse airfield conditions; and real time information from ZZZ Tower via ATIS about taxiway closures. Controllers should also be proactive about proper taxiways to use in adverse weather.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.