When the AD design team for Airbus FBW at Saint Martin-du-Touch (?) decided in the mid-1980s to opt for invalidating AoA data at IAS < 60 kt (assuming my memory serves), were they:
(1) just playing safe, i.a.w. normal engineering practice;
and/or
(2) influenced by the assumption that such an airspeed would only be indicated when the a/c was on the ground, and the vanes on either side of the fuselage would therefore be susceptible to crosswind and shielding effects (for want of a better description).
or
(3) abiding by the vane manufacturer's DDP which gave the limits on output validity for the vanes?