Narrative:

Takeoff from ZZZ airport was normal until 400 feet AGL. Received windshear caution message; initiated full power climb; per windshear escape procedure. Received immediate approach to stall indication. Approximately 1;000 feet. AGL; autothrottles began to retard due to erratic airspeed indications. Disconnected autothrottles and did not engage autopilot. Continued climbing to cleared 2;500 feet MSL while assessing the problem. Determined that airspeed and altitude indications were inaccurate. ADC1; ADC2 and standby instruments were all unreliable. [Advised] approach [of our situation] and requested vectors for ILS xxr at ZZZ. During the flight; we experienced both low airspeed and over speed warnings in rapid succession. In addition; approach was delivering occasional low altitude alerts. Used standard power settings and angle of attack indications to maintain safe airspeed. Flew the ILS xxr; breaking out of clouds just prior to minimums for the approach. Position was right of the runway; so missed approach was initiated. Following climb out; requested vectors for second approach. Successfully completed the approach and accomplished uneventful landing on xxr. Cleared runway and terminated [our situation with ATC].post-flight revealed small pieces of black electrical tape covering all static ports on the aircraft. This tape had been to prevent water entering the pitot/static system during aircraft washing at our hangar. The tape was missed for removal after aircraft wash. Due to the size and color of the tape; it was missed during aircraft preflight by both maintenance and the pilots. Lack of static air information led to the erratic indications for all instruments.as corrective/preventative action following this incident; our flight department implemented changes to our aircraft washing procedures as well as exterior inspection procedures. Tape will no longer be used to cover static ports. The manufacturer's large; red overnight covers will be installed on the static ports prior to aircraft washing. A training session was completed for all department pilots and mechanics; wherein; a thorough exterior preflight inspection of the aircraft was completed with reference to the manufacturer's checklist. It was emphasized that maintenance and flight crews closely inspect the static port 'holes;' in addition to assessing the general condition of the static port areas. Pilots were instructed to use the manufacturer checklist for the next five preflight; then once per month thereafter.

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Original NASA ASRS Text

Title: G280 Captain reported diverting due to inaccurate airspeed after departure. Post-flight inspection revealed pieces of electrical tape covering the pitot static system.

Narrative: Takeoff from ZZZ Airport was normal until 400 feet AGL. Received WINDSHEAR caution message; initiated full power climb; per windshear escape procedure. Received immediate approach to stall indication. Approximately 1;000 feet. AGL; autothrottles began to retard due to erratic airspeed indications. Disconnected autothrottles and did not engage autopilot. Continued climbing to cleared 2;500 feet MSL while assessing the problem. Determined that airspeed and altitude indications were inaccurate. ADC1; ADC2 and standby instruments were all unreliable. [Advised] Approach [of our situation] and requested vectors for ILS XXR at ZZZ. During the flight; we experienced both low airspeed and over speed warnings in rapid succession. In addition; Approach was delivering occasional low altitude alerts. Used standard power settings and Angle of Attack indications to maintain safe airspeed. Flew the ILS XXR; breaking out of clouds just prior to minimums for the approach. Position was right of the runway; so missed approach was initiated. Following climb out; requested vectors for second approach. Successfully completed the approach and accomplished uneventful landing on XXR. Cleared runway and terminated [our situation with ATC].Post-flight revealed small pieces of black electrical tape covering all static ports on the aircraft. This tape had been to prevent water entering the pitot/static system during aircraft washing at our hangar. The tape was missed for removal after aircraft wash. Due to the size and color of the tape; it was missed during aircraft preflight by both Maintenance and the pilots. Lack of static air information led to the erratic indications for all instruments.As corrective/preventative action following this incident; our flight department implemented changes to our aircraft washing procedures as well as exterior inspection procedures. Tape will no longer be used to cover static ports. The manufacturer's large; red overnight covers will be installed on the static ports prior to aircraft washing. A training session was completed for all department pilots and mechanics; wherein; a thorough exterior preflight inspection of the aircraft was completed with reference to the manufacturer's checklist. It was emphasized that Maintenance and flight crews closely inspect the static port 'holes;' in addition to assessing the general condition of the static port areas. Pilots were instructed to use the manufacturer checklist for the next five preflight; then once per month thereafter.

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.