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.
Totally wrong. In cruise and stabilised flight, you get from an AOA all sort of useful information (LRC, gliding speed...) Euh, also using the AOA for the take-off phase is something I never heard of...
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.
Those are AOA from the beginning of the seventies (like the AOA on the RAF Jaguar !!) very poorly designed and cumbersome. The French have been using since the middle of the 70's on all their fighters, a moving tape for the AOA, with colored sectors, which is beautifully easy to understand and therefore to use. Thus also for landings you no longer have to bug the speeds ... but as our distinguished americain colleague said, this is so deeply ingrained in the majority of the brains of our heavy colleagues (that you have to bug the speeds, and that AOA are for jets &"#!??@??) that I'm afraid it's a lost cause.