This was a interesting case that resulted in some policy changes. Problem was they used grey tape to cover the static port so they could spray the plane down. Then when the pilots preflighted the aircraft, which was at night, they did not notice the grey tape since it blended in. Now procedure is to use bright reflective tape so it can't be missed.
Actually, it was another B757 crash a few months earlier that implemented the changes. In very eerily similar conditions, Birgenair 301, a Rolls Royce RB-211-535E4 powered B757-225, reg # TC-GEN, crashed into the ocean off the cost of Puerto Plata, Domincan Republic on Feb 6, 1996, killing all 189 on board. There are reports that the static ports were covered with tape, causing erroneous readings in the cockpit.
"After takeoff at 11:42 p.m the captain found that his air speed indicator (ASI) was not working properly, although the co-pilot's ASI was functional. While the plane was climbing to 4,700 feet (1,400 m), the captain's ASI indicated 350 knots, which triggered an autopilot reaction, increasing the pitch-up attitude and reducing power to lower the plane's airspeed. Investigations showed that the plane was actually travelling at 220 knots at the time. Both pilots became confused when the co-pilot's ASI read 200 knots (decreasing) while getting rudder ratio and Mach airspeed advisory warnings and a stick-shaker warning. The pilots concluded that both ASIs were malfunctioning. The autopilot, which received the captain's faulty ASI readings, was disconnected by the pilots and they gave full thrust. At 11:47 p.m., the Ground Proximity Warning System gave an audio warning, and eight seconds later the plane crashed into the Caribbean Sea. All 9 crew members and 180 passengers died."
The aircraft rolled over, and crashed, inverted, into the ocean. Findings from this crash had not reached Aeroperu yet, and the MX crew went about there business as usual, continuing to use the grey tape. Recommendations after the Birgenair crash included the use of bright, reflective, tape on static ports and pitot tubes when covering them is necessary.
So, yes, you are correct, but incorrect at the same time. This crash did help change practices world wide as far as covering static ports, but it took the Birgenair crash before it, and the Aeroperu crash...and the loss of 259 lives, and two B757s, to get it done.