How might AOA be implemented in an Airliner
Normally, you would be getting particularly useful information from an AOA indicator only during the takeoff roll and acceleration to climb schedule. Once up to solid flying speed (however you wish to define it), the AOA loses most of its utility until you slow back down for landing, for holding or during those moments of stark terror when the aircraft is behaving strangely.
The military AOA indicators I'm familiar with are analog devices that are set so that the 3 o'clock position of the needle is the appropriate approach speed for the aircraft. Needle rotation towards the 2 o'clock position indicates that the aircraft is above target AOA/ below approach speed. Normally during cruise, the needle would be pointed downward toward the 5 o'clock area of the dial.
It is very easy for the eye to pick up the angle of the needle without having to spend much effort scanning it. I would think easier to integrate into your flying than vertical tape displays or (ugh) digital numeric displays.
It would be very easy to stick this kind of info into a relatively open area of the PFD using modern display techniques. You could change colors and flash that part of the display if the aircraft slowed so that the needle was angled above the 3 o'clock position. As aircraft gross weight varied, there would be no need for correction, it is built into the operating principle. On the aircraft I have flown, the AOA indications were valid from flaps up to leading and trailing edge flaps down. If an aircraft needed correction for various flap configurations, it would be easy to use flap position data to adjust the display since the whole display would be synthetic.
A vane/sensor stuck in the high AOA position during the takeoff run would be indicated early on because AOA indication would not be inhibited in the way that stall warning is by the WOW switch. The military sensors I'm familiar with would come alive in a mild breeze.
During cruise, the AOA indication would be inobtrusive but visible. Should the AOA system sense indications are getting out of limits, it would call attention to itself. You would gain familiarity with the system by observing it during a variety of flight regimes and in the simulator.
During takeoff, you would rotate as you customarily do and scan AOA briefly to ensure you haven't over-rotated. (Suppose your airspeed indications were lying). On approach, AOA may bounce around a bit in rough weather, but other than that sinking feeling in the seat of the pants, it is one of the first things to give you quantitative information on how bad that wind shear you are flying into is.
And one final very strong selling point, when all the other air data instruments pack up and play stupid. AOA will keep on doing its job. All it needs is essential buss power..