Nice try. I'd say he would have a reasonable expectation of picking out the (visual only) status of the little AOA indicator.
I see a huge attitude indicator and a small AOA indicator.
Previous poster's scenario led up to the accident pilot maneuvering
"while focusing on the other aircraft". I take that to mean his head was not on the panel, AOA or no AOA. All I'm saying is that if folks are distracted enough to miss the cues that the ASI, bank angle, stick pressure, airframe buffet, wind noise, etc. are making, how do we arrive at the idea that AOA will be the one thing they will finally take note of? Yes, it's one more tool that
could help, and I have NO problem with that. I just disagree a bit about how strongly some feel that it's that likely to be the thing that breaks the accident chain. To see the AOA, don't you have to deliberately look at it? Aural indicator is another issue. If you
deliberately look at it (before you stall, anyway), doesn't that mean that you have some concern with, and are actually
thinking about what your AOA might be? Seems that part would be the missing link in the chain of most accidents, and if present, would likely cause the pilot to adjust his AOA with or without the actual visual AOA indicator.
I totally get how AOA can help fly precision approaches, but if we're talking about it being some sort of "dummy light" the pilot sees just before he snaps the plane into the ground on base-to-final, wouldn't a standard stall-warning horn found on every TC'd plane take care of this, only better, since it's aural?