Narrative:

Prior to approach; the ILS to runway 34R was briefed due to inclement weather; landing speeds set; auto-brake was set to level 2 for the conditions; and all applicable checklists were completed. Braking advisories were in effect but the surface was reported as being 'wet/good' in light snow conditions. While on approach to runway 34R; I noticed that the center portion (approximately 150 ft wide) appeared to be clear; but the sides of the runway surface had light to moderate contamination. It was snowing lightly at this time. The first officer; who was flying the aircraft; landed the aircraft on runway 34R without incident; at which time the control tower requested that we exit the runway at taxiway wd; and then contact ground control. As the aircraft slowed to a speed of approximately 60 KTS; I took control of the aircraft.at that time; I noted the rollout end of the runway was contaminated with slush that appeared to get heavier as we slowed towards the taxiway wd exit. This contamination extended into the center portion of the runway as well. I applied the brakes slightly harder; twice; to check the braking ability of the aircraft and it appeared to be good. However; I did slow the aircraft to a walking pace due to the condition of the runway; and upon reaching taxiway wd; noticed the taxiway was covered in moderate to heavy--what appeared to be--slush contamination. I then turned the steering tiller to the right to exit from runway 34R onto taxiway wd and the aircraft responded to my inputs. The aircraft was at idle power at this time. As the aircraft proceeded to turn right through the intersection and onto the taxiway; the nose wheel broke traction and began to slowly slide straight; off the virtual centerline of the taxiway. I immediately attempted to stop the slow sliding of the aircraft by applying the brakes; but soon realized the braking ability of the aircraft on the apparent untreated taxiway surface was nil. In a desperate attempt to rotate the nose of the aircraft to the right and stop the slow; uncontrolled sliding; I did a quick throttle burst with the #1 (left) engine; then quickly back to idle. This attempt had no effect on the situation. I left the nose wheel in a right-turn position in hopes that the plowing of the contamination would somehow slow the sliding aircraft and that traction would be regained once off of the icy spot on the taxiway. The aircraft slid to the left side of taxiway wd before slightly regaining nose wheel traction; at which time I was able to gingerly turn the aircraft right; and return to the virtual centerline of the taxiway. I called for 'flaps up' and asked the first officer to advise ground control that braking on taxiway wd was nil. The ground controller advised the aircraft landing after us of the braking condition on taxiway wd; and a few moments later; the pilots of that flight advised ground that it appeared as though a previous aircraft had skidded on taxiway wd and struck a taxiway marker light. This was relayed on the radio. There was; at no time any indications that our aircraft struck anything. I checked the engine indications of the left engine; which all appeared to be normal; in the event that it might have struck an unseen taxiway marker light during the sliding incident. Due to the extremely icy condition of the taxiways; I felt that it was safe and prudent to run the # 1 engine at idle power to stabilize the aircraft during taxi in attempt to prevent another uninitiated slide. I then continued to the gate without incident. During the taxi; I asked the first officer to start the APU so that I could shut the engines down immediately at the gate in the event that the left engine had been damaged. All taxiways as well as the ramp area were extremely icy during taxi in to the gate. Upon inspection of the aircraft; it was noted that there was a cut mark in the tread of the two nose wheel tires; but no aircraft structural damage. There was no sign; or indication; of a collision with any object and no indication the aircraft left the pavement at any time. There have been no injuries to passengers or the crew reported to me at the time of submitting this report.

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Original NASA ASRS Text

Title: The flight crew of a B737 experienced a momentary loss of directional control during taxi in due to NIL braking.

Narrative: Prior to approach; the ILS to Runway 34R was briefed due to inclement weather; landing speeds set; auto-brake was set to Level 2 for the conditions; and all applicable checklists were completed. Braking advisories were in effect but the surface was reported as being 'Wet/Good' in light snow conditions. While on approach to Runway 34R; I noticed that the center portion (approximately 150 FT wide) appeared to be clear; but the sides of the runway surface had light to moderate contamination. It was snowing lightly at this time. The First Officer; who was flying the aircraft; landed the aircraft on Runway 34R without incident; at which time the Control Tower requested that we exit the runway at Taxiway WD; and then contact Ground Control. As the aircraft slowed to a speed of approximately 60 KTS; I took control of the aircraft.At that time; I noted the rollout end of the runway was contaminated with slush that appeared to get heavier as we slowed towards the Taxiway WD exit. This contamination extended into the center portion of the runway as well. I applied the brakes slightly harder; twice; to check the braking ability of the aircraft and it appeared to be good. However; I did slow the aircraft to a walking pace due to the condition of the runway; and upon reaching Taxiway WD; noticed the taxiway was covered in moderate to heavy--what appeared to be--slush contamination. I then turned the steering tiller to the right to exit from Runway 34R onto Taxiway WD and the aircraft responded to my inputs. The aircraft was at idle power at this time. As the aircraft proceeded to turn right through the intersection and onto the taxiway; the nose wheel broke traction and began to slowly slide straight; off the virtual centerline of the taxiway. I immediately attempted to stop the slow sliding of the aircraft by applying the brakes; but soon realized the braking ability of the aircraft on the apparent untreated taxiway surface was NIL. In a desperate attempt to rotate the nose of the aircraft to the right and stop the slow; uncontrolled sliding; I did a quick throttle burst with the #1 (left) engine; then quickly back to idle. This attempt had no effect on the situation. I left the nose wheel in a right-turn position in hopes that the plowing of the contamination would somehow slow the sliding aircraft and that traction would be regained once off of the icy spot on the taxiway. The aircraft slid to the left side of Taxiway WD before slightly regaining nose wheel traction; at which time I was able to gingerly turn the aircraft right; and return to the virtual centerline of the taxiway. I called for 'flaps up' and asked the First Officer to advise Ground Control that braking on Taxiway WD was NIL. The Ground Controller advised the aircraft landing after us of the braking condition on Taxiway WD; and a few moments later; the pilots of that flight advised Ground that it appeared as though a previous aircraft had skidded on Taxiway WD and struck a taxiway marker light. This was relayed on the radio. There was; at no time any indications that our aircraft struck anything. I checked the engine indications of the left engine; which all appeared to be normal; in the event that it might have struck an unseen taxiway marker light during the sliding incident. Due to the extremely icy condition of the taxiways; I felt that it was safe and prudent to run the # 1 engine at idle power to stabilize the aircraft during taxi in attempt to prevent another uninitiated slide. I then continued to the gate without incident. During the taxi; I asked the First Officer to start the APU so that I could shut the engines down immediately at the gate in the event that the left engine had been damaged. All taxiways as well as the ramp area were extremely icy during taxi in to the gate. Upon inspection of the aircraft; it was noted that there was a cut mark in the tread of the two nose wheel tires; but no aircraft structural damage. There was no sign; or indication; of a collision with any object and no indication the aircraft left the pavement at any time. There have been no injuries to passengers or the crew reported to me at the time of submitting this report.

Data retrieved from NASA's ASRS site as of April 2012 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.