If the wing is reconfigured while maintaining a particular pitch attitude, the AoA may or may not change, because the question doesn't consider the path of the relative wind. All else being equal, with no change in airspeed or vertical motion (aircraft doesn't climb or descend), then yes, reconfiguring produces a change in AoA relative to the aerodynamic chord of the airplane (as camber increases, one can't necessarily draw a line between the trailing edge of the wing and the leading edge and use that as the actual reference chord line for determining the aerodynamic chord).
Another consideration is the upwash created ahead of the airfoil. It's easiest visualized with the aircraft traveling parallel to a given frame of reference, such as flat, level ground. If the aircraft travels level, moving forward, one might presuppose the relative wind to be opposite to the direction of travel. In still air, for example, if the aircraft is traveling due west, level, the relative wind might be assumed to be from the west, at the same velocity as the aircraft. This doesn't work in reality, however, as the airflow is altered ahead of the wing, and altered by other aerodynamic factors such as the development of a shock wave; airflow approaches the wing from a different angle than "head-on."
Airflow will be drawn somewhat from beneath the wing and gain an "upwash" or upward moment as it approaches the aircraft wing, in most cases, and this upwash moment, or upward vector increases as the camber increases when the aircraft is configured for takeoff or landing. This angle will be an upward vector to some degree relative to the free airstream, such that angle of attack at the wing isn't the same as the chordline of the wing relative to the free airstream (the airstream not adjacent to or near the wing).