Angle of attack probes though could be a different story.
Yes, I've had this on the ancient coal-fired 4-jets I used to fly for HMFC.
No-one except us god-like Qualified Flying Instructors was normally allowed to practise flapless or slatless approaches. One day, I was flying a practice flapless approach in an aged old VC10K when all of a sudden, at around 800 ft agl, the stall warning system suddenly operated the stick pusher....
Fortunately I was able to overcome the large nose down pitching moment, executed a go-around, landed off the next approach and threw the old wreck at the maintenance people. Or 'engineeers' as they liked to call themselves.
They found a couple of 'interesting' facts:
- It had been stuck in some god-forsaken desert $hithole supporting Bliar's wars for some weeks and the AoA probe bearing was gummed up with sand and crap, so that when it moved jerkily on the approach, it triggered a false 'phase advance' signal (spurious detection of a rapid increase of AoA).
- The 'lift rate modifier' box (which corrects the stall protection system trigger AoA values for configuration) had NEVER been connected since BWoS allegedly re-built the old heap a decade or so earlier - the wires were neatly tucked behind the associated black box, but had never actually been connected.
Post-maintenance test flights could often prove
most interesting, which is why very few of us were cleared to conduct them. But as long as you remembered the basics and didn't rush into blind checklist reading, things were normally OK.