HazelNuts39;
Thanks for taking the time to post in some detail parts of our discussion on VS, VLS and AoA. I think this kind of discussion is valuable. As airline pilots we are never taught or even pointed towards certification information. I think some understanding of the more important certification standards of one's aircraft is part of professional work. To this end, there was some discussion by safetypee on take-off distances and RTO certification of various failures and changes in the "Kiwi B777 burst 12 tyres in aborted takeoff at NRT" thread .
Though the diagrams do not say, (probably because they are representative and necessarily not aircraft-specific), HN39 posited that the graphs in Davies (kindly posted by machinbird) were perhaps representing a wing with extended high-lift devices raising the stall AoA into the 15 to 20deg range which may account for the impression that stall AoA's were that high. Yes, you're correct in stating that I still find it difficult to believe that a clean wing (of the type under discussion -transport category, swept, super-critical airfoil) would stall as early as 6.5deg but as is also stated we don't yet have information on high-altitude stall AoAs. I look forward to continuing this.
The ACARS can provide the information (and a huge amount of other flight data) and it is easily accessible in-flight; I recall typical AoAs were 2.3deg approx. in cruise.
PJ2