If static port is located on true static pressure then must be located on place where airflow speed is zero,but that is not case in any aircraft..
The static port must be located in a place where static pressure is neutral, where there is minimal pressure variation.
You are making a wrong assumption. You assume that there will be a pressure drop on every point on the aircraft with an increase in airflow. This is not the case. It's also why I provided you with the link to the previous thread, in which additional explanation is given, along with pictures, so you can see.
not every point on the aircraft experiences the same airflow. As airspeed increases, some points have higher pressure, some lower, some neutral, and it is in these neutral locations where static ports are ideally located.
I had an explosive depressurization involving a forward windscreen that blew out in the cockpit. One would think that in such a case, there would be significant ram-air pressurizing the cockpit from the slipstream. One would think that there would be wind in the face, so to speak. This was not true in this case. In fact, I was able to place my hand outside the cockpit, beyond the point where the windscreen had been, into what felt much like stagnant airflow. At the time, I found that quite surprising and not at all what I'd expected.
There are points on the airframe with reverse airflow, and there are areas with enough acceleration of airflow that those portions will exceed mach while the rest of the airframe is well below M1 1.0. (Behind the supernal upper deck area on the 747 Classic, one could hear the popping and snapping of the airflow at higher mach numbers, and while the airframe was transonic, certain areas were experiencing airflow in excess of mach 1. Usually we didn't fly that fast, but on occasion, and it was interesting to note.
Airspeed and altitude indications, as I observed before, are compensated by flight data computers. A standby altimeter is often installed as a simple barometric altimeter, and it's not uncommon in such an installation to have a difference between the standby altimeter and the primary altimeters of several hundred feet. That error has been compensated with the primary altimeters, which take into account multiple factors, use all the air data sensors, and apply corrections to airspeed and to the altimetry. They also provide instant reading vertical speed indications.
As the airplane flies at higher altitudes, the indicated airspeed becomes less of a reference, and the mach number (compressibility) becomes more important. It's used to set speed and also to determine margins from buffet; the place where aerodynamic effects of air being compressed by the airframe or ahead of the wing and airframe, can occur. There eventually comes an altitude when the stall buffet boundary, or low speed limit, and the mach buffet boundary, or high speed limit, come together; a place called "coffin corner," and a place where most airliners can't reach unless pushed well above their optimum altitude. Most simply lack the power to get there at all.
When the aircraft is above approximately 27,000 feet above sea level, or "flight level 270", there is a "transition" when indicated airspeed in knots becomes replaced with airspeed measured in a decimal percentage of Mach 1.0. Typically cruising is done at .76 to .85 M1. The airspeed and altimetry are compensated in this flight regime, and at all times, by the ADC or air data computer (and in some cases by other information and/or systems). When above this altitude, when flying a mach number, indicated airspeed will be very low. The higher one goes, the more the indicated airspeed will drop, even though one continues to fly faster and faster in terms of true airspeed (or in still air, in terms of groundspeed). One way to think of it is that with lower air pressure at altitude and less dense air, there's not as much ram air pressure entering pitot tubes and air data sensors. Consequently while the airplane may be actually traveling faster and faster, the indicated airspeed gets less and less.
You can transfer that line of thinking to your question regarding an increase in static pressure. While the static ports are placed in a location of neutral static pressure rise, and airspeed variations have minimal or no impact on the static pressure (because of the location of the static ports), when going higher and higher, there's actually less of an issue with Bernoulli and airflow, than at low altitude. The air is less dense, and an increase in speed doesn't produce a significant increase in mass airflow over the fuselage. The relationship you expect and know close to sea level and at low altitudes, is not the same at high altitudes. (To carry that thought to its rightful conclusion, if you were able to fly high enough, there would come a point that it really wouldn't matter how fast you were going, given the minimal air density; static pressure still wouldn't change and the airflow around the airframe would be insignificant to to low air mass/density. Air density decreases with an increase in altitude, or put another way, for a given volume of air, there's less mass. the pressure change one can expect in a fluid isn't just about velocity, but also density; you can have a relative pressure change by accelerating a fluid at extremely low mass or density, but the change is relative and largely inconsequential.
All of that is food for thought, but also mostly irrelevant, because the two answers to your question that really matter are A) the static ports are located on the fuselage in a place where speed and angular changes make little difference and static pressure is nearly always neutral, and B) in high performance transport category aircraft, the pitot and static instrumentation is adjusted and compensated by computer, making variations due to speed changes mostly irrelevant.
If you look at airspeed charts for any given aircraft, you'll find that airspeed errors fall within specific ranges. For example, an airspeed indicator might have a +/- error of 4 knots up to 110 knots indicated, then a +/- 6 knot possible error through 250 knots, then decrease to +/- 4 knots again above 250 indicated. It depends on the aircraft and this information can be found in the various flight manuals and performance data.