Sebaska
Stall AOA is ~7deg when high&fast and ~16deg when low&slow.
Besides, AOA vanes are designed and calibrated for situations when air comes from generally front direction, not side or bottom. AOA was severe enough to cause Pitot readings off, variometer indications got flaky, etc.
Again, I'm quoting DC-10 SW from AOA, because I have the data handy. Its SW from AOA is modified by position of flaps and slats, not "low&slow and high&fast."
According to a prior poster, the mechanical limit of the AOA vane is something like 110 degrees NU. BEA reported FDR trace of >30 degrees AOA, a region where the SW was silenced.
I cannot understand the logic of inhibiting Stall Warning based on low airspeed, unless it's meant as a redundancy to squat switch (WOW) discrete. It would be better to make the WOW more reliable, than add complication to SW logic, but that was an engineer's decision not vetoed by the AB pilots nor certification authorities.