Date: 201301
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Light: Dawn
Aircraft: ATR 72
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Parked
Aircraft component: Pitot-Static System
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Human-Machine Interface
Second reporter function: Pilot Not Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Detector: Person Flight Crew
When detected: Other Takeoff roll
Result: Flight Crew Rejected Takeoff; Flight Crew Returned To Gate; General Maintenance Action
Contributing factors: Human Factors; Procedure
Primary problem: Human Factors

Narrative: Takeoff was aborted due to no airspeed indication on any of the three airspeed indicators. I quickly realized that this was due to the pitot tube covers not being removed that I had remembered seeing on the aircraft earlier. I had done several pre-flights during our extended loading process one normal and 2 checking for any accumulation of frost. I had clearly thought of removing them but reasoned that I wasn't quit sure where to put them; knowing that plugs where kept in a red bag in zone 10 and that it would not be accessible during loading and I figured it would be best to wait until Maintenance came to marshal us out and pull the heater cart; I have since realized the bag is now in Zone 1 and I should have just pulled them. I also clearly remember thinking I was pretty safe because there was no way we could be marshaled off the gate with these 4 red flag covers right on the nose; somebody would surly notice; I of course now know this thinking was clearly flawed. The mechanic's were doing a shift change and not around for our start up; I don't understand how a ground crew could even let us start the engines with those covers on. When we came back to the gate the lead was there and said 'I saw those ribbon things and wondered what they were.' We ask her why she didn't signal us but she had no answer. The end of loading got kind of hectic when our finial weight numbers were given to us with the Load control sheet and the DG paperwork was given at the same time. [The First Officer] started on the weight manifest and I went out to check the Haz. When I came back aboard he was just finishing the weight and Balance and gave it to me to check and said he was going out to get the tail-stand and I assumed a final walk-around. I signed and checked the weight manifest and the Load control sheet and separated and organized the paperwork to leave at the station; as I finished FO was already closing the main cargo door. I should have reopened the door and done a final walk-around but since we where very late trying to make up time decided against it. Failure of the airspeed indicators during takeoff roll.1. Inadequate preflight of the flight crew. 2. Installation of the pitot covers by Maintenance in clear weather conditions when not required and their absence to remove the covers at the time of departure.  3. The [contract] ground crew not alerting us the covers were on.Aborted takeoff with a return to the gate followed by a subsequent re-release and logbook write up of the event and inspection of the pitot tubes by thee mechanics. It's my opinion the pitot tube covers should only be installed during extended sits or freezing precipitation and only installed and removed with all of the covers and plugs by Maintenance as a procedure. I am a firm believer in triggers and flows to promote positive habits and procedures. I would like to see a change in the duty of stowing the ladder and closing the main cargo door at departure time assigned to the Captain when the First Officer comes aboard with the tailstand; at this time the closing of the door could be a trigger to go down the ladder and make one last final clockwise preflight of the aircraft making sure all doors are closed; gear pins; tailstand; plugs and covers removed. Make sure ground crews that marshal aircraft are trained to recognize 'remove before flight' items.


Second narrative: I was the operating SIC of the trip pairing; the aircraft had been in the gate for an hour or so before loading began. I returned to the aircraft to prepare for loading operations. I conducted an exterior preflight. While doing so; I noticed that the pitot tube protective coverings were in place; and initially was going to remove them; it was my first thought. However; I decided not to do so because the maintenance personnel had installed them; and because I expected them to remove the covers; it was my understanding that the covers were in place as a precaution in the event there would be a need for deicing procedures. It has generally been the policy that the mechanics remove covers and plugs; as I have witnessed them do numerous times in the past while getting a plane ready for flight; so I just assumed they would be removed by the mechanics at the appropriate time. I did think to myself; remind the mechanics to do so; mainly because the three mechanics working that night are all new employees of the company; and because we did have to remind them to remove covers and plugs on the previous night. I am not certain that I did remind them. I completed the preflight; removing the prop strap from the No. 2 engine propellers as I made my way around the rear of the plane.Because this is a new flight segment; the [contract] load team that week did not have recent experience loading a feeder aircraft. The load control person came to me numerous times trying to work in the weights to achieve a suitable CG; each time spinning the wheel of the weight and balance calculator. Also; the freight brought out this night exceeded the max allowed cargo weight for the trip; and 5 cans required reweighing because of errors. All of this ultimately led to a delay in excess of 2 hours; and proved to be a significant distraction. During this time; the PIC and myself; along with the mechanics; conducted 2 separate inspections of the aircraft to determine if frost had accumulated and whether or not deicing might be needed; unfortunately; as we inspected both the left and right wings; neither of the five of us thought to remove the covers; as our focus was not on the nose of the aircraft. All of these issues proved to be a distraction for myself; and it was near the end of a long day; I was feeling a little tired. Once the loading was nearing completion; the activities got real busy; and we obviously began to hurry up so as to get going. As I finished the weight and balance; the PIC was inspecting the hazmat that had been loaded last in position 2. I went out to close the rear door and remove the tail stand; while doing so; I rechecked right side of the plane with a look from the rear; [and] I removed the prop strap from the No 1 engine and then went inside and closed the door. I had completely forgotten about the pitot covers by now; and the mechanics did not remove them as I had expected; and when the PIC did a walk around; he too did not remove the covers; he said to me later that he too had expected the mechanics to do so.1- As a regular PIC that occasionally is scheduled to operate as SIC; I can not be as proficient as a regular SIC that does the job day after day; I might have been a bit overwhelmed with the loading and the weight and balance as I do not do the weight and balance very often as the PIC; this distraction probably contributed to my forgetting about the pitot covers. While I realize I am fully qualified to act as SIC and that the company operationally depends on dual qualification; it is none the less not as efficient and probably contributes in some degree to a less safe operation; there have been other significant incidents at [this company] that probably resulted from this type of crew pairing. 2- While it is obviously the ultimate responsibility of the operating crew members to ensure the aircraft is in an airworthy state; and did not on this particular flight; I believe this incident is ultimately the result of inexperienced mechanics that have not been sufficiently trained; for example; the pitot tube covers are probably not required to be in place for such a short duration of time between flights; these mechanics probably do not know for sure; but either way; I believe the mechanics failure to remove the covers is the primary fault. Furthermore; while we were starting engines and preparing to taxi away from the gate; the 3 mechanics are not even on the ramp; as it was the scheduled time for shift change; it seems to me that when 2 ATR's and 2 Caravan's are preparing to start engines and leave the gate; a maintenance presence on the ramp should be in place; I believe a mechanic probably would have seen the covers if one had been there as we were preparing to leave. 3- Once we had returned to the gate; the [contract] load control person made the comment that she had seen the pitot covers (she called them the red ribbony thingies) and thought they should not be there and almost said something but ultimately did not. I think it would be beneficial and probably would have prevented this occurrence had the team leaders and marshaling persons had some basic guidance and training.


Synopsis: ATR72 flight crew report an attempted takeoff with three pitot tube covers installed.  The takeoff is rejected and the factors leading up to this incident are detailed.