Narrative:

Prior to our initial descent into den; we obtained the digital ATIS as well as a field conditions report. The captain and I made note of the 'wet good' report for the runways that were in use at our planned time of landing; as well as the 'wet fair' report on the ramp area. We also noted the visibility and ceiling reports on the ATIS. It was my leg and we had the required visibility to shoot the approach as well as land the aircraft. After review and briefing of the approach and the opc; I elected a flaps 30 and auto-brake 2 landing. In that configuration with our planned landing weight and the current conditions entered; we had in excess of 4;000 ft of stopping margin for our runway. A normal stabilized ILS and landing was performed on runway 34R. The touchdown was well within the touchdown zone. Normal braking was encountered during the entire landing and rollout. The center section of the runway was fairly free of contamination considering the amount of snow fall and accumulation. The rate of deceleration was even increased as a result of the 20-24 KT winds that were blowing almost straight down the runway at the time of landing. At around 60 KTS; I transferred control of the aircraft to the captain. We were instructed to exit the runway at taxiway wd and contact ground. About 200-300 yards prior to the turn; the captain stated he was going to do a brake check. The braking at this point seemed good and the aircraft appeared to respond normally. As we approached the taxiway; it was apparent that the runway conditions beyond taxiway wd seemed to be much worse. It also appeared that there had been no attempt to treat and/or plow taxiway intersection wd.the captain slowed the aircraft to a slow walking pace as we approached the turn. The first 30 degrees or so of the turn seemed to be normal; but at about the 35-40 degree point of the turn; the aircraft seemed to start sliding. At this point; I started to confirm with the captain that he was turning or stopping. I said multiple times; 'turn; turn; turn;' to which his response was; 'I am; it's sliding!' at this point; I actually pressed on the already full right rudder and brakes; but the aircraft didn't respond at all. As we approached the edge of the taxiway; the nose wheel finally caught traction and the aircraft slowly turned back to the right and back onto the center of the taxiway. As we performed our after landing flows; I notified tower or ground that the braking action on wd was nil. I made this report more than once to a controller who almost seemed irritated at the report and instructed the aircraft behind us to also exit wd.as we were taxiing to the ramp; the aircraft that landed behind us confirmed the braking action on wd to be nil; and also advised the ground controller that it appeared that an aircraft had struck a taxiway light(s) on wd. This was the first indication that we may have struck something. At no point during the slip/skid did we have any indication of anything striking the aircraft. There were no abnormal engine indications and/or sounds/vibrations etc. We elected to continue our taxi on two engines to the gate because of the slippery ramp conditions. Upon arrival at the gate; the captain contacted dispatch and the chief pilot to discuss the events. It was noted that during a post flight inspection; the only damage to the aircraft was the two nose wheel tires had a gash in them. No injuries were reported to any crew or passengers.

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Original NASA ASRS Text

Title: A B737-300 First Officer reported that after landing in DEN the aircraft slid into taxi lights when clearing the runway. The runway and taxiway conditions were slippery and not reported completely accurately.

Narrative: Prior to our initial descent into DEN; we obtained the digital ATIS as well as a field conditions report. The Captain and I made note of the 'wet good' report for the runways that were in use at our planned time of landing; as well as the 'wet fair' report on the ramp area. We also noted the visibility and ceiling reports on the ATIS. It was my leg and we had the required visibility to shoot the approach as well as land the aircraft. After review and briefing of the approach and the OPC; I elected a flaps 30 and auto-brake 2 landing. In that configuration with our planned landing weight and the current conditions entered; we had in excess of 4;000 FT of stopping margin for our runway. A normal stabilized ILS and landing was performed on Runway 34R. The touchdown was well within the touchdown zone. Normal braking was encountered during the entire landing and rollout. The center section of the runway was fairly free of contamination considering the amount of snow fall and accumulation. The rate of deceleration was even increased as a result of the 20-24 KT winds that were blowing almost straight down the runway at the time of landing. At around 60 KTS; I transferred control of the aircraft to the Captain. We were instructed to exit the runway at Taxiway WD and contact Ground. About 200-300 yards prior to the turn; the Captain stated he was going to do a brake check. The braking at this point seemed good and the aircraft appeared to respond normally. As we approached the taxiway; it was apparent that the runway conditions beyond Taxiway WD seemed to be much worse. It also appeared that there had been no attempt to treat and/or plow taxiway Intersection WD.The Captain slowed the aircraft to a slow walking pace as we approached the turn. The first 30 degrees or so of the turn seemed to be normal; but at about the 35-40 degree point of the turn; the aircraft seemed to start sliding. At this point; I started to confirm with the Captain that he was turning or stopping. I said multiple times; 'turn; turn; turn;' to which his response was; 'I am; it's sliding!' At this point; I actually pressed on the already full right rudder and brakes; but the aircraft didn't respond at all. As we approached the edge of the taxiway; the nose wheel finally caught traction and the aircraft slowly turned back to the right and back onto the center of the taxiway. As we performed our after landing flows; I notified Tower or Ground that the braking action on WD was NIL. I made this report more than once to a Controller who almost seemed irritated at the report and instructed the aircraft behind us to also exit WD.As we were taxiing to the ramp; the aircraft that landed behind us confirmed the braking action on WD to be NIL; and also advised the Ground Controller that it appeared that an aircraft had struck a taxiway light(s) on WD. This was the first indication that we may have struck something. At no point during the slip/skid did we have any indication of anything striking the aircraft. There were no abnormal engine indications and/or sounds/vibrations etc. We elected to continue our taxi on two engines to the gate because of the slippery ramp conditions. Upon arrival at the gate; the Captain contacted Dispatch and the Chief Pilot to discuss the events. It was noted that during a post flight inspection; the only damage to the aircraft was the two nose wheel tires had a gash in them. No injuries were reported to any crew or passengers.

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.