PDR1,
Firstly, stalling AOA varies quite markedly with both Reynolds number and Mach number, and for a propeller driven aircraft will vary with any propwash over the wings.
Much of the earlier discussion relates to flying an approach, and speed is very important for landing distance considerations. As I said before, using just AOA may not be accurate enough in some aircraft for achieving the required landing speed accuracy criteria, especially with the potentially dynamic nature of AOA indications in turbulence and attempts to fly the required flightpath under such conditions. I have had an AOA probe stick on an approach in an aircraft whereby a single source AOA indication was the main method of speed control. It was only by cross-checking the standby ASI that I identified this failure.
I do wonder from your posts whether you have ever actually flown an aircraft where AOA indications are used on the approach; the practicalities are not as simple as straight aerodynamic theory may imply!