Clandestino
Against the arguments "I have moved it by hand easily so it must work below 60kt"
You must have missed the post where I stated I had personally tested an actual airline (In this case DC-9) AOA transmitter and that it came alive at 15-20 mph based on my vehicle's speedometer reading. Since I drove in a closed course and had consistent results, wind was a negligible factor.
I suppose it is possible that the A330 AOA transmitters require much higher dynamic pressure to provide accurate readings, but somehow I doubt that the manufacturers were that inept.
The term 'come alive' means that the transmitter has enough aerodynamic force operating on the vane to cause the vane to point in the direction of airflow and to maintain its direction while you turn the body of the transmitter. The difference between 20 mph and 60 knots is a factor of 12 increase in dynamic pressure.
my attempt at trying to open meaningful discussion on how it's difficult to design, manufacture and install the AoA probe that would work accurately and reliably all throughout the modern jetliner envelope has complettely flopped.
The design and manufacture of electrical AOA transmitters has been going on for well over 50 years. A Korean war vintage jet I used to fly had one.
The design and manufacture are not trivial, but it is an art that is well understood.
The location of the AOA transmitters on an aircraft, requires understanding of the flow fields around the aircraft at various angles of attack and selection of one which will create the most representative indications.
The modern jetliner envelope is nothing unusual, you guys usually like to stay sub-sonic.
I do not know why Airbus allowed the AOA indications to be invalidated by speeds <60 knots, but "there is more than one way to skin a cat," and more than one way to achieve whatever objective they were attempting to achieve with that logic.
As I have stated numerous times, AOA is primary flight information and airspeed is primary flight information and they are each independent variables. To permit one to disable the other is setting up a loss of both pieces of information. Conceptually, this is poor logic from a reliability standpoint. It is just that the 60 knot point is so far out of the normal flight envelope, that the engineers never dreamed that it could potentially be a problem for someone.
We do not need X-31 style probes for airliners. The existing ones work well enough. Once AOA is well away from normal flight envelope, that is good enough information to work with unless you are running a full stall characteristics flight test.
But you do need to know that AOA is approaching flight envelope limits, preferably with a stall warning device that cannot be ignored and an actual indication to reinforce that information.