Areas that you might expect to be high pressure may be quite different than expected. For example, I once had a windshield blow out in a Cessna 421, which is a light twin piston engine airplane. There was virtually no airflow into the cockpit, or cabin, however, and I could put my hand through the open space without very little apparently airflow across my hand. material that was sticking outside the airplane and extending far enough above the fuselage, however, would catch the slipstream violently if I altered airspeed 10 knots and increased angle of attack. The area in front of the windscreen, which by appearance would seem to receive ram air and a high pressure point, was nearly stagnant.
This is very strange ,when you drive car at 200km/h with open window and put hand outside it is huge force on your hand.
What change direction on airflow if you dont feel wind when you put hand outside?
The airflow is not the same at every point around the vehicle.
If you've ever been on a motorcycle behind a large truck you can appreciate the change in airflow when you move close to the truck, behind it. If you don't release the throttle somewhat, you'll accelerate. Why? The airflow behind the truck is not the same as the airflow next to the truck, or in front of it. Likewise, if you're riding in your lane and a large truck passes you, as it approaches form behind and passes, you'll be pushed to the side by a dam of air or air being displaced by the truck, as it passes. Next you'll be buffeted by the turbulent airflow along side the truck. This air is rough, and spills over the fast air and the snow, stagnant air along side the truck.
If you could open windows every foot along the truck and stick your hand out them, you'd find a different pressure at each location.
Airflow in some places on an airframe is dynamically similar to the speed of the airplane. If you're flying at 200 knots and stick your hand out there, you get 200 knots of force on your hand. In other places, however, there's virtually no pressure and in some places negative pressure. In some places, airflow reverses direction and moves forward. If you were to tape paper tufts to the wing, fuselage, nacelles, and tail, you'd find that in some areas airflow moves the direction you expect, from the front of the airframe to the back, as slipstream. In other places, it doens't move at all; stagnant, or static places. In yet others, it moves in a circular pattern, some forward, toward the front of the airplane.
In the case of the Cessna 421, when the windscreen blew out, a big chunk of the glareshield and some of the interior went with it. The top of the glareshield was sticking out the windscreen foward, a long thin piece of metal sticking forward into the slipstream. At the airspeed we flew when the blowout occurred, the twisted metal was neutral, undisturbed, not blowing around. The airflow forward of the cockpit was surprisingly stagnant at that angle of attack and speed. If I decreased airspeed 5 knots, thus flying a higher angle of attack, the very tip of the glareshield would begin to rotate and buffet a little. The airflow had changed just enough to impact it. If I decreased airspeed 10 knots, the glareshield began to buffet considerably more, and at speeds below that, it began to whip, and cause buffeting in the airframe and in the controls, especially elevators. By lowering landing gear and flap and decreasing speed, that buffeting was less, and so we were able to test various speeds and configurations at altitude before planning the approach and landing, to ensure we knew what to expect and what speeds we could safely expect to fly.
With each speed change and configuration change, we had a change in airflow around the cockpit and forward windscreen area. The glareshield sticking out ahead of us and above, was in a position to give us an early indication of those airflow changes, kind of like a big metal yaw string on a glider (in a sense). If you haven't seen a yaw string, it's little more than a bit of string taped in front of the cockpit or windscreen, that gives a visual indication of what the airflow is doing outside the cockpit. In a way, the pieces of airplane sticking out of the cockpit did something similar, in a way we could use to plan our descent and approach.
The point of all that is to illustrate how location on the airframe affects airflow and pressure. Not all locations are the same. While 200 km in your car might produce the effect of blowing your hand back hard when you stick it out the side window, I wasn't in a car. I was in an airplane, and I wasn't sticking my hand out the side window. Much like real estate, it's all about location, location, location. Every point on the airframe is different, and when the designer and engineers look for a place to mount static ports, they look for a place on the airframe that experiences little or no change in airflow at all speeds and angles, and they look for a place that has neutral pressure. When those occur in the same place, that's where the static port goes.