Firstly, the AoA values are all driven by the correction algorithm, as I have theorised above, mainly the one using Pitch Rate as a driver.
Thank you! Finally, someone else who understands that the output from the AoA vane is subject to numerous algorithms, depending on conditions. To completely base pending stall conditions, and an automated response based on the AoA vane measurement is foolhardy.
First off, the algorithm corrects between the location of the AoA vane, the CG, and wing location angles of attack. The algorithm then corrects for airspeed and sideslip. What is interesting is the AoA measurement becomes less accurate in a climb, especially in a climbing turn (per Boeing) as the winds around the fuselage are deflected, shielded, or otherwise disrupted.
The best solution would be to mount the AoA vane on the wing at midspan, but the disruption from the engine, and moving leading edge prevents this.
The engines are mounted higher on the wing, and further forward, yet the AoA location remained unchanged. Another indication is the green band, on the 738, it is from 1 to 6, yet on the 737-8, it is 3 to 8.....
As noted, originally, the software and modelling people came up with a 0.6 correction on the trim. In testing, that turned into 2.5 degrees. This tells me that the assumptions that created the algorithm are not correct.