FLC OF AN SMT JET NOTICED AIRSPD AND ALT ERRONEOUS INDICATIONS DURING CLBOUT CAUSING THEM TO DIVERT LAND IN VFR CONDITIONS. AFTER LNDG; MASKING TAPE USED WHEN THE ACFT WAS WASHED; WAS BLOCKING ALL STATIC PORTS FOR THE AIRSPD AND ALTIMETER OUTSIDE AIR DIFFERENTIAL INDICATIONS.

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IMMEDIATELY AFTER TAKING OFF ON RWY 9L AT THE FT LAUDERDALE INTL ARPT; THE INDICATED AIRSPD BEGAN TO DROP AND THE ALTIMETER FROZE AT APPROX 600 FT. AT THAT TIME; MIAMI APCH ASKED US TO 'SAY ALT;' AND I RESPONDED 'UNABLE; WE HAVE LOST THE ALTIMETERS.' HE ASKED FOR CLARIFICATION; AND I SAID THAT 'THE ALTIMETERS DID NOT WORK.' HE ASSUMED THEY WERE A KNOWN PROB AND STARTED CHIDING US FOR ACCEPTING AN IFR CLRNC AND INITIATING THE FLT WITH INOP ALTIMETERS/ENCODERS. AT THAT TIME I RPTED THAT WE HAD THE MIAMI INTL ARPT IN SIGHT; THAT WE WERE LNDG IFR. HE THEN CLRED US FOR THE VISUAL APCH TO RWY 9L AT MIA AND ASKED US TO CONTACT MIAMI TWR. THE LNDG WAS UNEVENTFUL; AS WE REFED THE ANGLE OF ATTACK (AOA) INDICATORS FOR SPD CTL. AFTER LNDG IN MIAMI; WE WERE INSTRUCTED TO CALL APCH CTL ON THE PHONE. WE DISCOVERED ON POST-FLT THAT ALL 5 STATIC PORTS HAD BEEN TAPED OVER WITH MASKING TAPE. I INFORMED THE TWR SUPVR WHAT HAD HAPPENED; AND CLARIFIED THE EVENTS FOR HIM. HE SEEMED SATISFIED. THE INCIDENT COULD HAVE BEEN AVOIDED IF: LINE SVC HAD PROPERLY DOCUMENTED TAPING THE STATIC PORTS WHEN THEY WASHED THE AIRPLANE; THE COPLT HAD ACCOMPLISHED A PROPER PREFLT AND I DOUBLE-CHKED THE IMPORTANT ITEMS (AS I USUALLY DO); THERE HAD BEEN BETTER COM BTWN THE CTLR AND MYSELF ADVISING THE NATURE AND SERIOUSNESS OF THE PROB. WE WERE VERY LUCKY IT WAS VMC.