Narrative:

We landed at our destination airport on runway 27. The airport had been recovering from and ice/snow storm up to 4 days prior. Due to the fact that payload was greatly reduced for icy runway conditions; [the company] dispatched a second aircraft to accommodate all passengers and bags. The flight the previous day cancelled for this reason. The other aircraft was on the GPS 27 approach a couple minutes in trail. To expedite for the other aircraft and cancel IFR at the non-towered airport; I elected to exit the runway at the second to last taxiway and not the end. Knowing about the icy conditions; I exited extremely slowly and the aircraft was under control the entire time. On taxi-in; I gave the other aircraft and airport ops a PIREP of the runway and taxiways. I recommended that the other aircraft back-taxi on the runway instead. Airport ops then informed us that [the taxiway] was notam'ed closed. There were no cones; no flashing markers or anything. Prior to the flight; coordination with the dispatcher was made to determine runway conditions for 27 and to apply the new assessment and ensure the flight was legal to dispatch. The NOTAM read that runway 27 had ficon of 3/3/3 10% ice covered; 20% ice covered and 50% ice covered. The previous turn had put us behind schedule for similar runways conditions at [another airport]. Our 1.5 hour turn had become a quick turn to recover our schedule integrity. We focused so much time (what little time we had) and emphasized focus on the runway NOTAM and new procedures for the runway condition code (rcc) values. We also noted the NOTAM pertaining to all taxiways were ice covered and sanded. Due to the crosswind runway being closed and associated taxiways; we did neglect to catch that [the taxiway] was NOTAM'ed closed. Upon descent and preparing for the approach; we focused our attention on the visibility because it had dropped to 2 miles and 1 and 3/4 was the minimum needed for the GPS approach. The short duration of the flight (35 minutes) also was not ideal for screening through the NOTAMS one last time. As mentioned above; we rushed (but with caution) ourselves to clear the runway due to another [company] flight behind us and the fact that it was a non-towered airport and center needed our IFR cancellation. Airport ops did not give us any updates when we checked on the CTAF frequency although they were monitoring it. Also airport ops did not have any cones or markers or lights to show it was closed. They claimed it was because of the ice and windy conditions. When conditions are this bad; take time to read every single NOTAM and take advantage of the jeppesen app and mark up the 10-9 with closed taxiways. If you know it is a short flight; take the time to do this before takeoff. Also and in depth conversation with the dispatcher needs to take place because they have a better big picture on the operation of that particular airport over the past couple days of challenging weather conditions. Some non-towered outstation provide an airport status when you check on with CTAF. They provide the most current and up to date runway and taxiway conditions; usually just repeating the NOTAM filed; but it reiterates to the crew what they can expect. That would have been extremely helpful if ops would have passed on that info prior to landing. Even though a taxiway is closed don't assume that there will be signage and orange cones or barriers.

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Original NASA ASRS Text

Title: Regional jet flight crew reported exiting the runway on a taxiway that was closed per NOTAM. There were no cones or other airport markings to indicate that the taxiway was closed.

Narrative: We landed at our destination airport on runway 27. The airport had been recovering from and ice/snow storm up to 4 days prior. Due to the fact that payload was greatly reduced for icy runway conditions; [the company] dispatched a second aircraft to accommodate all passengers and bags. The flight the previous day cancelled for this reason. The other aircraft was on the GPS 27 approach a couple minutes in trail. To expedite for the other aircraft and cancel IFR at the non-towered airport; I elected to exit the runway at the second to last taxiway and not the end. Knowing about the icy conditions; I exited extremely slowly and the aircraft was under control the entire time. On taxi-in; I gave the other aircraft and airport ops a PIREP of the runway and taxiways. I recommended that the other aircraft back-taxi on the runway instead. Airport ops then informed us that [the taxiway] was notam'ed closed. There were no cones; no flashing markers or anything. Prior to the flight; coordination with the dispatcher was made to determine runway conditions for 27 and to apply the new assessment and ensure the flight was legal to dispatch. The NOTAM read that runway 27 had FICON of 3/3/3 10% ice covered; 20% ice covered and 50% ice covered. The previous turn had put us behind schedule for similar runways conditions at [another airport]. Our 1.5 hour turn had become a quick turn to recover our schedule integrity. We focused so much time (what little time we had) and emphasized focus on the runway NOTAM and new procedures for the Runway Condition Code (RCC) values. We also noted the NOTAM pertaining to all taxiways were ice covered and sanded. Due to the crosswind runway being closed and associated taxiways; we did neglect to catch that [the taxiway] was NOTAM'ed closed. Upon descent and preparing for the approach; we focused our attention on the visibility because it had dropped to 2 miles and 1 and 3/4 was the minimum needed for the GPS approach. The short duration of the flight (35 minutes) also was not ideal for screening through the NOTAMS one last time. As mentioned above; we rushed (but with caution) ourselves to clear the runway due to another [company] flight behind us and the fact that it was a non-towered airport and center needed our IFR cancellation. Airport ops did not give us any updates when we checked on the CTAF frequency although they were monitoring it. Also airport ops did not have any cones or markers or lights to show it was closed. They claimed it was because of the ice and windy conditions. When conditions are this bad; take time to read every single NOTAM and take advantage of the Jeppesen app and mark up the 10-9 with closed taxiways. If you know it is a short flight; take the time to do this before takeoff. Also and in depth conversation with the dispatcher needs to take place because they have a better big picture on the operation of that particular airport over the past couple days of challenging weather conditions. Some non-towered outstation provide an airport status when you check on with CTAF. They provide the most current and up to date runway and taxiway conditions; usually just repeating the NOTAM filed; but it reiterates to the crew what they can expect. That would have been extremely helpful if ops would have passed on that info prior to landing. Even though a taxiway is closed don't assume that there will be signage and orange cones or barriers.

Data retrieved from NASA's ASRS site 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.