Jon, your post was very clear and I agree with you 100 percent.

Paul, your example of the venturi is great, The total pressure within that venturi is the same at every point, neglecting pressure losses due to skin friction. As the flow accelerates through the venturi the static pressure is reduced, and the dynamic pressure is increased. If you installed a pitot tube at any point in the venturi it would measure the same pressure, total pressure. But if you attached a static port at any point in the venturi it would measure the local static pressure, which will not be constant. Taking the difference between total pressure from the pitot, and static pressure will yield dynamic pressure. This is how airspeed indicators work, which Paul talked about in great detail in previous posts... It requires very careful placement of the static port in order to read atmospheric pressure at that altitude. Mounting static ports in front of the aircrat on the same tube as the pitot port makes the most sense. In cessnas with one static port on left side of the fuselage I can make the airspeed indicator read backward by doing slow flight in a slip with full right rudder... wich indicates that the static pressure on the fuselage is greater than pitot pressure at the pitot tube at high angle of attack and sideslip angle in a 152 or 172. In flight test a trailing static system is often used which uses some kind of calibrated cone that is doesn't care what angle of attack or sideslip the aircraft is in.

Ty