AIRBUS CAPT RPTS TXWY BRAKING ACTION AT MCI WAS INCOMPATIBLE WITH SAFE OPS. CITES LACK OF BRAKING CONDITIONS ADVISORIES FROM ATC.

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ATIS SUPPLIED VIRTUALLY NO INFO CONCERNING BRAKING ACTIONS ON RAMPS AND TXWYS. DIALOGUE WITH APCH CTL REVEALED FAIR BRAKING ON L RWY AND GOOD ON R RWY. OUR FLT WAS SET UP FOR THE LONGER OF THE TWO. TXWY BTWN A3 AND A5 WAS CLOSED. BRIEFED POSSIBLE TURNOFF AT A5 HIGH SPD TO TRANSITION TO TXWY B. BRIEFED LOW AUTOBRAKES. APCH AND LNDG NORMAL; DECELERATED TO 15 KTS TO TURN OFF ON HIGH SPD A5. ONCE TAIL WAS CLR OF THE RWY XING HOLD SHORT LINE; CALLED FOR AFTER LNDG CHKLIST WHILE CONTINUING TO SLOW FOR 135 DEG TURN ONTO TXWY B. ACFT BEGAN TO SLIDE UNCONTROLLABLY. HIGH SPD A5 WAS CLEAR ICE WITH NO APPARENT TREATMENT; PHYSICALLY OR CHEMICALLY. ESTIMATE ACFT SKIDDING A GOOD 25 FT BEFORE IT CAME UNDER CTL. CONTINUED ON TXWY B AT 3 KTS GS INDICATION WITH EXTREME CAUTION. SAW REASON FOR TXWY CLOSURE: ANOTHER ACR JET LEFT TXWY! MADE WIDE TURN ALIGNMENT AT 2 KTS. WHEN BRAKES APPLIED TO SLOW FOR 90 DEG TURN FOR RAMP; ACFT ENTERED SKID AGAIN; UNCTLED TOWARD PARKED ACFT. AFTER 15 FT SKID; ACFT WAS BACK UNDER CTL AS RAMP HAD BEEN SANDED. IT APPEARED A1 HAD NOT. 2 MAIN POINTS: MCI FACILITY'S TREATMENT OF THE TXWYS WAS TOTALLY; TOTALLY UNSATISFACTORY. ARPT SHOULD HAVE BEEN SHUT DOWN. SECOND; THERE APPEARED TO BE NO COM BTWN THE FACILITY AND ATC. NO ACFT HAD ANY IDEA OF THE CONDITIONS OF THE TXWYS; THEREFORE NO FOREWARNING; NO PLANNING. ATIS SHOULD HAVE CONTAINED DETAILS. THE TWR SHOULD HAVE OFFERED SUCH INFO; NOT TO MENTION GND CTL. THIS OP IS TOTALLY UNPROFESSIONAL AND DETRIMENTAL TO SAFE ACFT OPS.