Narrative:

We landed on runway with winds 340/10 knots and visibility of 10 miles. The runway was plowed and broomed with fair to good braking. We slowed to taxi speed planning to exit on taxiway A4. The tower advised that A4 was open but reported an mu braking action reading of 14 on the taxiway. He advised that we use taxiway north as it had been open for a longer period and had better braking or had been sanded. We continued to taxiway north and turned off at low speed (perhaps 4-6 knots). The pavement was visible and shiny; the taxiway lights appeared to be 3-6 feet into the snow on the edges. There were no discernible snow banks. As I straightened the nose wheel; the aircraft continued to turn/pivot to the right. I was now applying maximum left brake and turning the nose wheel left to no effect. At this point I deployed the left thrust reverser and started to add thrust. As the reverse thrust came we stopped sliding just as the nose gear came in contact with the edge of the snow. As soon as we stopped moving; I stowed the thrust reverser. At this point; the tower asked if we required any assistance. We reported the braking action on taxiway north as 'nil' and advised we would let them know if assistance was required. We were stopped with the nose 10-15 degrees to the right of the taxiway direction; pointing into the snow at the edge. It was apparent that a tow from this location was not possible given the nil traction on the pavement and the unplowed snow in front of us. Because there were no snow banks to damage the landing gear or [debris that would present a threat of] FOD to the engines; I elected to try some differential thrust to see if the jet would pivot back to taxiway alignment. Because of the angle we had stopped at I believed that the right main gear was on pavement and not in the snow. I applied a small amount of right forward thrust and as soon the nose started moving left (nose wheel was turned left) I returned the engine to idle. The nose continued to pivot to the left with no response to brakes or nose wheel steering. I opened the reversers to idle and the movement stopped. We were now aligned with the center of the taxiway. We were able to move forward with minimum thrust and slowly turn on to taxiway a which had better braking action. We were able to taxi to and park at the ramp without further incident. A logbook entry was made for maintenance to inspect for landing gear or FOD damage. The mechanics initial report was that there appeared to be no damage.

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Original NASA ASRS Text

Title: During a turn at an intersection while taxiing to the gate following a landing in icing conditions; the flight crew of a B757-200 was unable to stop the lateral movement of the nose toward the edge of the taxiway. Judicious use of reverse; forward; and differential thrust successfully avoided an excursion and permitted careful taxi to the ramp.

Narrative: We landed on runway with winds 340/10 knots and visibility of 10 miles. The runway was plowed and broomed with fair to good braking. We slowed to taxi speed planning to exit on Taxiway A4. The Tower advised that A4 was open but reported an MU braking action reading of 14 on the taxiway. He advised that we use taxiway N as it had been open for a longer period and had better braking or had been sanded. We continued to taxiway N and turned off at low speed (perhaps 4-6 knots). The pavement was visible and shiny; the taxiway lights appeared to be 3-6 feet into the snow on the edges. There were no discernible snow banks. As I straightened the nose wheel; the aircraft continued to turn/pivot to the right. I was now applying maximum left brake and turning the nose wheel left to no effect. At this point I deployed the left thrust reverser and started to add thrust. As the reverse thrust came we stopped sliding just as the nose gear came in contact with the edge of the snow. As soon as we stopped moving; I stowed the thrust reverser. At this point; the Tower asked if we required any assistance. We reported the braking action on taxiway N as 'nil' and advised we would let them know if assistance was required. We were stopped with the nose 10-15 degrees to the right of the taxiway direction; pointing into the snow at the edge. It was apparent that a tow from this location was not possible given the nil traction on the pavement and the unplowed snow in front of us. Because there were no snow banks to damage the landing gear or [debris that would present a threat of] FOD to the engines; I elected to try some differential thrust to see if the jet would pivot back to taxiway alignment. Because of the angle we had stopped at I believed that the right main gear was on pavement and not in the snow. I applied a small amount of right forward thrust and as soon the nose started moving left (nose wheel was turned left) I returned the engine to idle. The nose continued to pivot to the left with no response to brakes or nose wheel steering. I opened the reversers to idle and the movement stopped. We were now aligned with the center of the taxiway. We were able to move forward with minimum thrust and slowly turn on to taxiway A which had better braking action. We were able to taxi to and park at the ramp without further incident. A logbook entry was made for Maintenance to inspect for landing gear or FOD damage. The mechanics initial report was that there appeared to be no damage.

Data retrieved from NASA's ASRS site as of July 2013 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.