Is the world crying out for inertial sensors in aeroplane wingtips? No, not really - the ones we have in the fuselage work fine, thank you. Anyway, I don’t think they would add much to accuracy as the wing flex on large airliners would see them pointing all over the place in turbulence.
As others have said, attitude/position reference technology is mature and not in great need of improvement. What might be is the presentation to the pilot, which hasn’t changed much in commercial aviation since instruments were first built. But that’s another topic entirely.
Probably what has set off this discussion are recent incidents/accidents involving loss-of-control following errors in pitot/static/AoA sensing systems. Most aircraft this side of FBW military ones will fly quite happily without having to “know” what their airspeed is. Having a set of wings and a tailplane bolted to a fuselage in the conventional manner leads to an aeroplane that has enough static/dynamic stability to fly itself most of the time, like a well-made paper dart.
Once you start adding software protections against things like overspeed and stalling, you become vulnerable to sensor failures. Very, very rarely, the systems that for 99.9999% of the time do an exceedingly good job of keeping you safe and sound are now actively trying to kill you. No wonder it comes as a bit of a shock to many when this happens. Yes, there are memory drills for power and attitude that if executed in a timely and correct fashion will turn it into a non-event. The problem lies in actually diagnosing the issue(s) correctly in the first place and taking back control of the aircraft from the systems that are no longer performing their function correctly. As (bad) luck would have it, the most likely time these systems are going to freak out is not in a clear blue sky with an uninterrupted view of the ground but in the middle of a thunderstorm at night, where pilot workload is already high.
The 777/787 have a convenient switch just above the head of the captain. In an Airbus, you have to pull a selection of circuit breakers, so I’m told. The effect is to return these aircraft to something that relies on aerodynamics and basic controls to fly rather than computer augmentation. There are a further set of CBs to pull if you can’t get the myriad of warning systems, now working on false data, to shut up and let you think.
It’s a problem and it’s not going away. However, most agree that the day-to-day benefits of FBW far outweigh the ultra-rare occasions that it dumps you in the mire. Doesn’t mean that we shouldn’t be trying to solve the problem from all angles, though.