In an accelerated stall it is the wing loading and NOT the AoA that is critical. With the same angle of attack, the airspeed at which the stall occurs will be increased by the square root of the G. therefore at "high" g, the aerofoil will stall at a higher IAS and lower AoA than a "standard" stall.
TJFC
Whilst I agree with you over your use of R & Bs (I found them invaluable at maintaining currency with and practising for low-level aeros for display purposes - in the correct circumstances, naturally, before anyone jumps on that), I have to take issue with your comments re "accelerated stalls".
The wing will always stall at the same AofA, whatever the wing loading. After all, wing loading is only a function of lift. What you should be looking at, for your argument, is what happens when you increase the wing loading at a given airspeed. The only way to do this is to increase the alpha and hence the lift. When the alpha reaches critical, then the wing will stall. As an aside, on conventional SEP etc, AofA is proportional to elevator and hence stick position. Have a look at the stick position next time and see when the stall occurs for various 'g' loadings!
regards
TAC