Hi,
Dozy
If all the sensors are functioning normally, sure - but you have to design for the possibility that they won't be. Prior to this accident, an apparent IAS of less than 60kts would likely have been considered far more likely to be a sensor failure than an actual occurrence (as tdracer alludes to above). So, no, can't necessarily agree.
Now that all (by all I mean the entire world!) know that it is possible that pilots themselves can put a aircraft in a situation resulting a airspeed at 60 knots or even under (and with all censors working fine .. except the speed censors for a limited time) what Airbus (or regulators) will change regarding stall alarm .. as all we know that history repeats itself even in the world of aviation
A Chinese proverb says
For know your future look back
Machinbird
Dozy's statement that the AOA vanes cannot measure below 60 knots is not strictly correct in that it is not the vanes that are the limitation, but the down stream electronics that are processing the signal
Of course but what about the "Stall Alarm" ?
Machinbird
The simulation for hands off is highly speculative. Yes, it used the winds that the aircraft encountered (apparently) BUT the simulation results in an aircraft in a ~ 10 degree right bank on average which will have the effect of circling the aircraft back toward the storm and in any case, on a different path than AF447 took to get where it ended up.
Hand off
So when on a flightdeck .. begin the music (a concerto!) of alarm of all kind (like it was on the AF447) the answer is hand off ?
With insight for this particular case.. maybe yes ...
In reality .. certainly not !